Bye bye points (need some options)

Hi all. I'm looking for some ignition options for my '71 Electra. To keep things simple, I have decided to do an electronic conversion on my points distributor.

I thought about changing over to a late model HEI distributor, but it's more hassle than I care to deal with. Plus I like the OE look of a points-style system.

Anywho, which style seems to be the most user friendly to install? It seems that their is a wide range of companies that make the conversion kits, but the most common I see are Accel, Mallory, and Flame Thrower.

Any input is appreciated.

 

Check out the one wire system sold by www.Lectriclimited.com.

 

That is the one I would use. MSD was making a one wire kit as well but backed out at the last minute. I think the other guys may have patent on one wire so MSD was going to get sued. All the other ones have goofy radio shack wires coming out of the distributor. Not for me thanks.

 

Anyone ever try this kit from PerTronix?

http://www.summitracing.com/parts/PNX-1181LS/

 

Chinatronix or Pertronix is junk:blast:

 

Jack Osborne recurved and installed one of these kits my distributor afew years ago.
No problems ever.

http://www.summitracing.com/search/brand/Crane-Cams/Product-Line/Crane-XR-i-Points-To-Electronic-Ignition-Conversion-Kits/?autoview=SKU

 

Mike I've tryed both the crane and the pertronix the crane was super easy to installe over the pertronix but the pertronixe seemed to hold higher rpm over the crane...the prob with the crane is it is supper sensitive about screw ups when short out problems occure.. My pertronix has been in my car for 2yrs no probs, I understand pertronixs has a third level system that mirrors the crane system??

 

I've got the Pertronix and have had issues with it. I want to install a HEI one of these days.

 

I went to an HEI and didn't have much trouble with it. The biggest hassle was finding the wiring pins for the junction block so that I could give the power wire a factory connection. The later HEI wires are a bigger gauge and the pin wont fit in the earlier junction block. I eventually snagged about 5 pins from the local dealer for free since they never used them and didn't even have a valid part number for them any more.

 

Why convert? Unless your turning over 5k RPM, I just can't justify the decrease in reliability you get with electronic ignition.

 

So, I have also been mulling over the options for ignition also. Pertronix seemed like a good idea but from what I am reading maybe not. Mallory makes some great options but I was trying to avoid spending hundreds, having only tens of dollars. An HEI distributor from a later model seems like a good direction. What years and models would it come from? I don't know. Seems a new one from NAPA might be the way to go, unless you can find a deal. Good luck because EBAY hasn't produced results for me and I have posted a "wanted" ad in Denver Craigslist several times with no results. Once again I find myself contemplating a second job to pay for it all!

Best Regards,

Clint

 

Just called NAPA. An HEI distributor, with cap, rotor, wires, coil and whatever will run about $225 with a $22 core charges. Hummmm for that the Malloy makes sense. Unless I luck out and find one in the junk yard. My NAPA guy says they only came in 1975 and 1976 motors. Does anyone know that for sure? Pretty dang narrow window!

Best,

Clint

 

Running Pertronix for about 8 years now.

Zero issues.

 

Running pertronix for many years in buicks and chevelles. No problems here.

Gary

 

Pertronix has two different options the regular and the
PerTronix 91181 Ignitor II Adaptive Dwell Control for Delco 8 Cylinder.

On Amazon the regular GM goes for $65 and the 91181 is $92. There's a few reviews, all positive.

If other's have had good luck, it seems like these are both viable options. Apparently it has been difficult to install for some people. That's been the only draw back and who knows what mechanical ablities they have. As far as the Adaptive Dwell control is it worth the extra $??? Seems to me it would be.

Regards,

Clint

 

I have the Pertronix Ignitor III package in my 430 Wildcat distributor right now. I like the fact that the sensor reads off the reluctor and there is an absolute minimum of moving parts. It came with the flame thrower III 45kV coil and suppressor plug wires. I took the opportunity to also put in a NOS Delco cap & rotor. Spark is bright & blue, and while I don't race my boat, it runs very well around town and on the freeway: comparable or better than the stock coil & 1st generation Ignitor I had in there previously.

One thing: the resistor wire needs to be completely disconnected from the firewall. I left it hooked in, and even with the other end disconnected, it got hot enough to split the wrap on my wiring harness.

 

I never thought I would generate such a chatter with this topic. That's a good thing though, I'm thankful for everybody's input.

I ultimately ended up choosing the Ignitor II system from Pertronix (part NO. 91181). A local speed shop recommended that I go with it and said he had nothing but good to say about it.

It was a very easy install. I followed the instructions and pulled the distributor (even thought I really didn't have to) and had everything back together in a little less than 2 hours.

I paired it with a Blaster coil from MSD. I have yet to run the car yet since I have other things to finish and not enough time today.

I do have 2 more questions:

-I can't seem to locate the ballast resistor in the wiring harness. Some previous owner wrapped the harness that follows the passenger side of the intake with what seems like eight miles of electrical tape. Is the resistor typically closer to the firewall, or towards the front of the engine? My plans are to remove said resistor.

-What is a good degree to time this beast at? The catalyst sticker says 4* advanced, but would I be safe at 6 or 8 degreese? I don't want to push it so far as to get unwanted detonation.

 

Mike, I was going to chime in that the Pertronix I (original version) has been great in several cars that I've installed it in. I installed the Ignitor II (the one that you bought) in the '70 LeSabre I had, and it ran, but it's evidently designed for high rpm operation, because it refused to run at idle or under about 1500 rpm.
At the time I called Pertronix and they said it was a common problem in street-driven cars because the control module needs more current to operate properly. The said to make a jumper connection from the battery so that I could have a solid 12V connection. That was only a "crutch" though. I ended up pulling it and putting points back in.
On all the other cars that I've installed Pertronix I in I've used their "Lobe Sensor" model since it runs off the lobes on the distributor (doesn't need the magnetic wheel like the regular model). It was very reliable and always started the engine instantly on like a half-turn of the key.
If you have problems getting yours to run at low rpm, you could run a wire with a female spade connector from your fuse box in the "IGN" position to your coil. That's the way HEIs have to be installed too.
Hope it works out for you.

--Chris

 

Mike, a "PS" to my previous post: Your Electra doesn't have a ballast resistor. In those years GM used a resistance wire in the ignition circuit. If you run the wire like I mentioned in my previous post you can use a ballast resistor like one of those ceramic ones available at your local parts store (or that speed shop where you bought the Pertronix unit)and attach it inline before the distributor (obviously). HEIs don't need the resistor, but if the Pertronix instructions call for one, then maybe you'll have to get one.
Again, I'm curious to see if yours runs well at low rpm. Let's hope so.