[Fot] Ignition System Preferences?

[Chuck Arnold and/or Kathleen Kelley]

I use Pertronix dizzy and ignitor II. No problems, but it requires matching
coil. Burns out stock ones.
On Jul 10, 2016 11:41 PM, "Tony Drews" <tony at tonydrews.com> wrote:

> For my TR-4, I'm pretty sure I used Jeff at Advanced Distributors
> http://advanceddistributors.mybisi.com/products/distributors
>
> After discussion with him, he built a Lucas distributor package that used
> points and a Bosch blue coil.  He's very specific about the parts used, and
> while the spark isn't as accurate as the crankfire setup I replaced, I'm
> extremely happy with it.  Got a spare points plate so it's a quick swap if
> I have an issue.  Runs to 7k rpm just fine (although I generally shift
> sooner than that).
>
> Regards, Tony Drews
>
> At 09:57 PM 7/7/2016, Joe Guinan wrote:
>
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>>
>> Back in 2005 or so we had a long discussion of distributor problems;
>> broken mechanical advance tabs, junk condensers, and expensive replacement
>> parts on the Mallory Dual Point units, worn out parts on Lucas units that
>> therefore became ammunition in catapult battles, short life spans and
>> improper phasing for the Pertronix Ignitors, misfires on the MSD units from
>> low battery charging, etc. I think the “123 Ignition” was just being
>> introduced around that time.
>>
>> So a decade or so later, what have we learned? What’s working well, and
>> what have you given up on? I’m needing to decide which way to go on my
>> Spitfire. I have a couple Mallory DP’s lying about and several different
>> Lucas units I could send off for refurbishing. I’ve looked at the Pertronix
>> with their rev limiter box, and it seems intriguing. I’ve not heard much
>> about the Pertronix or the 123 systems in racing use.  Knowing what you now
>> know – what would you recommend and what would you steer clear of?
>>
>> The Spitfire will have an 1147 this season, and a 1296 is to be built
>> this next winter. Both will run Kastner A6 cam grinds that I just got back
>> from Ted at TSI. I’d look at 7000 rpm as a limit for now. I’m almost
>> completely inexperienced in regards to working on ignition systems, so I’d
>> like something with a shorter learning curve and a good reputation for
>> reliability.
>>
>> Joe Guinan
>> Fremont, Nebraska
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>
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