I had a Blue grommet Duraspark in a van with a 300-6 manual 4 speed. The TFI died in the second year, the van was bought new.
When I had a 289 in my convertible, one of the first things I did was  put a Pertronics module in the stock distributor,  it was in it till I swapped engines.
The Pertronics is basically stand alone but the Ford system need its own control module. New and rebuilt Ford Duraspark distributors are available.

I have gone to duraspark distributors on everything.
My 427 has one modified with improved bushings and  a reset curve and uses MSD controller. Never a problem.
All the 5.0’s I have built lately have an Autozone duraspark distributor with steel gear (85 Mustang) that cost $79 brand new. Then the module can be had for $29 to $59.  Got to assume the more expensive one is more durable. I prefer Ford blue module. I have never had a failure on one of those, including many years ago when I had one on my 302 in the 66 and on Cara’s 65 coupe.

I have no data to compare pertronix to duraspark. Just a successful track record.

The thing I like about duraspark is that if one ever fails when on the road, I can find one at any auto parts store and be up and running in a few minutes.

I've run Pertronix in a stock Ford points distributor for 25 years.  I had one failure due to having left the key on too long and cooking the module (my own fault).  Performance wise, honestly, I think most of the stuff talked about with ignition is BS.  Smokey Yunick in his book spends several pages talking about all the experimentation he did with ignition to ultimately determine that spark is spark.  If the spark is timed properly, and strong enough the rest is more or less just marketing.  I think either system meets those criteria.

Mach1Driver wrote:

There was a recent discussion on "The Big Forum" about Pertronix. Some people claimed that they didn't notice any difference between points and Pertronix, and surprisingly a former shop owner told them that he always saw a marked improvement, but only if he ran the Pertronix module at 12v, and not at 9v as it is often installed (through the resistor wire). This can be done easily enough, and I can show you how if interested. The key is not to run the coil at 12v, or your Ford tachometer won't work. If the Pertronix breaks, carry an extra set of points and condenser to get you down the road.

I noticed an improvement immediately.  It stopped burning up points and leaving me on the side of the road.  That was the selling point for me.  I've run mine both ways, and can't say I noticed anything different either way.  It was MUCH better than points. 
 

the best things I've seen with my Pertronix are that now I don't have to check the points gap every so often and that I have not had to change points every 15k miles anymore.  I've gotten over 5500rpm successfully many times.

So far around 100k miles on it.

You can use a DS distributor with your choice of many different control modules- the DS module, a GM HEI module, a Chrysler LX101 module and several aftermarket modules including MSD, Accel and others. One advantage of the Motorcraft module is that it retards timing during engine start so you can run a lot of initial advance in your timing and the engine will start easily with no ":kickback" from too much advance.

On 65-66, I mount the box on the firewall directly behind the carb. All the wiring for it goes right past that point.

Bearing Bob wrote:

MS wrote:

On 65-66, I mount the box on the firewall directly behind the carb. All the wiring for it goes right past that point.

Assuming you'll use DS in the 69, are you going to mount it there also?

Yes, if I can.
It is a good location normally. Only factor with this car is that it might get 3x2 carb setup, and that might need the extra room.  I also am installing a Vintage Air system, so I have to work around that. I will post a pic once I get it mounted.
On a 70 I built years ago, I mounted the module hidden below the battery tray.   I doubt I would do that again. My main theme on this car is ease of maintenance.

MS wrote:

My main theme on this car is ease of maintenance.

 
What is there to maintain on the Duraspark ignition module?

So for a 302 its sounds like the 1985 GT mustang for the DS distributor.  Would you use the same for the DS ignition Module?  

Steve69 wrote:

So for a 302 its sounds like the 1985 GT mustang for the DS distributor.  Would you use the same for the DS ignition Module?  

1955 was the only year you could get a roller cam and carb in a Mustang,. So, yes, if you have a roller cam.
 

Bolted to Floor wrote:

Steve69 wrote:

So for a 302 its sounds like the 1985 GT mustang for the DS distributor.  Would you use the same for the DS ignition Module?  

1955 was the only year you could get a roller cam and carb in a Mustang,. So, yes, if you have a roller cam.
 

1985