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#1
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I think I got Pertronixed, had to get towed home.
Took the TA out for its first run of the season, got 3 blocks from home and the Engine died in gear down a small hill. Fortunately I rolled into the gas station and parked it at the edge of the lot and called for a tow truck.
I have been too busy to really check it out, but there is 12V at the coil and it did not run out of fuel. Car won’t start, even the next day after it cooled down. I got talked into the Petronix 3 points replacement in 2015( the rev limiter was a very attractive feature). The Car did not get back on the road till last year, so not much testing, but I did read here of all the issues with electronic points replacement and wondered when” stranded at the side of the road “ was going to happen to me. I will go back to points and condenser, any input on best product available is appreciated.
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73 T/A 455, 4speed |
#2
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Had 2 of them both died , I wouldn't put it in a lawn mower.
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#3
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Same thing happened to me. The iii’s life isn’t as good a rhe ii’s were. I keep a spare in my glove now
Sent from my iPhone using Tapatalk
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eric |
#4
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I haven't dicked with points for thirty years. I make sure that every vehicle I own has an electronic ignition; and there's none better than the good ol' GM Delco HEI in good usable condition. The product has a bazillion miles of real-life testing, and in the unlikely event that something does fail, replacement parts are as close as the nearest auto parts store.
Next up would be a knockoff HEI from a REPUTABLE aftermarket supplier. I don't know how Pertronix, Mallory Unilite, and similar products can stay in production given their poor reputation for early failure. |
#5
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It seems like when it comes to aftermarket HEI failures, it's virtually synonymous with Pertronix. I've searched and so far I haven't found anything about DUI failures. Fast Monty of Youtube fame thought he had a module failure on his 10 year old DUI, but it turned out to be a damaged tach lead and terminal not sending a tach signal to his Fuel injection computer.
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#6
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Just go back to the points. Both of our dailys are points and have been since the cars were born 60 years ago. Dead nuts reliable. Don't let people tell you they need constant adjustment, that's a wives tail. I never touch mine but to check once a year with a dwell meter and they never move. Takes a whole 15 seconds a year to check and shut the hood. And I don't have to change them every 10,000 miles either. Some of my points have been in a few of the cars for 20+ years. One here has had the same points in it since the 80's and still runs perfectly.
If you find yourself constantly adjusting them or replacing them you have another issue. Sometimes simple is just better. |
The Following 3 Users Say Thank You to Formulajones For This Useful Post: | ||
#7
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Had one leave me in the middle of a huge intersection.
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468/TKO600 Ford thru bolt equipped 64 Tempest Custom. Custom Nocturne Blue with black interior. |
#8
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Points…..
……they’re good.
I have three of those primitive carburetor thingies on it too. https://forums.maxperformanceinc.com...d.php?t=749108
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1964 Tempest Coupe LS3/4L70E/3.42 1964 Le Mans Convertible 421 HO/TH350/2.56 2002 WS6 Convertible LS1/4L60E/3.23 |
The Following 2 Users Say Thank You to b-man For This Useful Post: | ||
#9
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Are Mallory Unilte dizzys as unreliable as Petronix or user error supplying a full 12 volts?
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Will Rivera '69 Firebird 400/461, 290+ E D-Ports, HR 230/236, 4l80E, 8.5 Rear, 3.55 gears ‘66 Lemans, 455, KRE D-Ports, TH350, 12 bolt 3.90 gears '69 LeMans Vert, 350, #47 heads: work in progress |
#10
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Quote:
https://www.summitracing.com/parts/maa-29371 I say the "protection" should have been built-into the module at no extra cost--exactly as was done with the 4-pin HEI modules. |
#11
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Bart that distributor sure looks purty!
Does it still work good? |
#12
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Quote:
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The Following User Says Thank You to 65 Lamnas For This Useful Post: | ||
#13
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Yep, Pertronix died on me twice - 2 different units. Never again - not for that kind of money. NOS Delco points work great. No more problems.
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"I know just enough to keep me here, but not enough to get me out" |
The Following User Says Thank You to Cardo For This Useful Post: | ||
#14
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Quote:
Thank you again for your fine work! Seriously, what could possibly go wrong?
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1964 Tempest Coupe LS3/4L70E/3.42 1964 Le Mans Convertible 421 HO/TH350/2.56 2002 WS6 Convertible LS1/4L60E/3.23 |
#15
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I should add....I AM going to try the Progression Ignition for the programmability.
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#16
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Pertronix equals junk.... End of story!
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" Is wearing a helmet illegal" Mike Kerr 1-29-09 |
The Following User Says Thank You to 4dblnkldude For This Useful Post: | ||
#17
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I have had unilites in my birds forever. They used to say they were unreliable so I bought an extra module it’s been in my electrical tool box since the early 90s ! So pretty reliable from my perspective. . Of course if I gut rid of the spare I carry w me it’d go tomorrow.
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Happiness is just a turbocharger away! 960 HP @ 11 psi, 9.70 at 146. Iron heads, iron stock 2 bolt block , stock crank, 9 years haven't even changed a spark plug! selling turbos and turbo related parts since 2005! |
The Following User Says Thank You to turbo69bird For This Useful Post: | ||
#18
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As for petronix I have one in my 61 mga never had an issue Ethan one either. So idk. Maybe I’ve just been lucky
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Happiness is just a turbocharger away! 960 HP @ 11 psi, 9.70 at 146. Iron heads, iron stock 2 bolt block , stock crank, 9 years haven't even changed a spark plug! selling turbos and turbo related parts since 2005! |
#19
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I suppose I’ve been lucky, too. I’ve been running various Pertronix units for 15 years without issue. Now that I said that, I’ll need a tow tomorrow. I did have a Unilite conversion blow apart on me once though.
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Ken '68 GTO - 464 - Ram Air II heads - 236/242 roller - 9.5” TSP converter - Moser 3.55 Truetrac (build thread | walk around) '95 Comp T/A #6 M6 - bone stock (pics) |
#20
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on cars that originally had points they also had a wire providing full batt voltage from starter solenoid during cranking, that's what did my unilite in during a compression test
you have to read and verify what the installation instructions are telling you and or eluding to like they will tell you voltage must not exceed a certain value its up to you to identify and eliminate any extra voltage and some units spec out a primary coil resistance value which i suspect is a check on the load the ignition module sees, a aftermarket mexico or china coil can be slightly out of spec or not built for the sparkulator in question leading to the failure it would be easy for me to claim mallory unilite is junk, my installation was junk
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If your not at the table you're on the menu A man who falls for everything stands for nothing. Last edited by Formulas; 04-20-2024 at 06:19 AM. |
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