Pertronix Problem ?

Hi Steve, I read your comment about the coil previously but decided to try it like this first. The reason is that I used to run my previous 3.0S with dual Webers and Luminition with the german made red coil for more than 10 years without the resistor and it never missed a spark even once.... I'll keep it in the trunk for a while as a spare.
 
Sorry, I forgot to mention that the reason for keeping the original 0.9 ohm resistor wire was that when measured the resistance between the end at the coil and terminal 50 was 1.9 ohm so I suppose that will do for a 1.8 resistor. BTW the 1.8 resistor I have measured 2.3 when checked...
 
I just bought a German made Bosch red coil and plan to keep the Brazilian one in the trunk :-P

I measured the new resistor and fortunately it specs to 1.8 on the money.

I am wondering if less resistance also may affect the Pertronix?


DerSchwede said:
Hi Steve, I read your comment about the coil previously but decided to try it like this first. The reason is that I used to run my previous 3.0S with dual Webers and Luminition with the german made red coil for more than 10 years without the resistor and it never missed a spark even once.... I'll keep it in the trunk for a while as a spare.
Click to expand...
 
HB Chris said:
You should know that the Pertronix for a carbed and an injected car are different, it has been discussed many times here.
Click to expand...


Hi

I am interested in your statement and I think I agree with you.

According to La Jolla Independent website, for M30 engines, they recommend 1867A for small case distributor and 1868 for large case distributor (80mm dia)

I have a large case distributor and I bought a 1868 but it does not fit, the unit fouls with the vacuum advance arm.

My car is also carburettered and La Jolla's latest advice was my car should have the small distributor and hence use 1867A. Their response is ambiguous, are they saying I have the wrong distributor in the car?. I gave them the part no. of my distributor so I assume they didn't look it up.

I am seriously confused and Pertronix does not have my distributor on their website to check the right part - PFUD6 0-231-309-005

I'd like to hear from anyone who has a carby 3.0 engine with the large distributor and had pertronix installed ?

cheers, Michael
 
where did the pics go ?

Yesterday ( or maybe day before ) , I'm sure there was a post by Lloyd( ?) in response to Patterm0 below ...it comprised a couple of large pics showing 2 x distributors with diameters 65mm and 80mm . Said post now seems to have disappeared...anyone know what happened and why no longer there ?
 
Petronix CSi or CS

it is apparent that the 1868 is for a CSi and the 1867A is for the CS. The real story appears to actually be……….the module is the same for both…..but everything else is determined by the size of the distributor. The CSi have a 80mm distributor because of the injector timing points drawer that slides into the underside of the distributor case. The CS cars have a smaller distributor 60mm. Thus the difference between an 1868 and 1867A is the size of the black contact ring that slides onto the distributor shaft and the bracket that installs the module into your distributor. Micheal with his 1976 3.0s E3 sedan should have the 60mm distributor but he has a 80mm distributor (without the injector timing points drawer). He bought a 1868 which is for the 80mm but the mounting bracket appears to be incorrect. It is important to note that Wally and I installed our petronix into our CSi's and blew them up. We had the replacements we bought installed by a certified Petronix agent and it appears that you must take the spring out of the rotor button or fusing the module is what happens.
Micheal is taking his E3 to the same Petronix agent to find the solution to his dilemma. Will keep you informed
 
Thanks for following through with the solution!I had to modify my pertronix to fit my distributor. Perhaps I have a similar issue. Will check when I get the car out of storage next month. Thanks again for posting. Bests. a
 
My Pertronix 1869 arrived and no issues installation wise.

On first start it was rough idle so being late at night I slept on it but researched a bit more about it first

Next day I checked the ground and voltage to the coil. The ground resistance from Pertronix baseplate to battery (-ve) was within specification (2 ohms) and the voltage to the coil was 8.98V - minimum voltage for Pertronix is 8.0V

The incoming voltage of 8.98V rather than 12.0V is expected because I have a resistor wire to limit voltage to 9V for the points that were previously in the distributor - I could add a bypass and supply 12V but I have no need - car fires straight away every time.

I started the car and it fired straight away. After a few lively revs around 4500 to 5000 rpm it idled fine.

Took it for a drive and the greatest difference I noticed was the responsiveness, smoothness and get up and go from stand still.

Overall very happy with the Pertronix unit. I don't know how old the coil is so I will change it out later.

Because I had the rotor with the rev limiter I removed the spring and plastic mechanism.

I haven't checked the timing to see if it needs adjusting because of the Pertronix - but no major issues so far

I also found that the Pertronix 1862 will fit the 0-231-309-005 distributor. The pictures on the website of the 1862 that show a full circle baseplate is wrong - not good from a sales perspective...

The photo below is the correct illustration of the baseplate for the 1862. Its shorter than the 1869 baseplate but it fits.

Now we know there is 4 versions of Pertronix units that will fit the different distributors of the e9 and e3 - 1862, 1867, 1868, 1869
 

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