All,

I need to do some work on the engine, and had a couple of questions.

I would like to install a Petronix system, but currently my dwell setting is high at 53. Do I need to have the dwell in the 45-49 range prior to the Petronix going in?

I think the correct order of events would be:

- Valve Adjustment
- Dwell
- Petronix
- Timing

But not sure... any advice on the best way to sequence these. I'm also planning on Plugs, Oil change
Appreciate any advice, and even smart ass remarks..

Turk

Dwell is not an issue with the Pertonix. When installing it the kit likely has a thin stick of plastic to set the gap. Thereafter set your timing.

Keith

When you pull the points, the dwell goes with them. Put them in a bag in the glove box with the condenser in case the pertronics fails.

Fixed it for ya .....................

The Cap'n

Funny, you beat me too it.

I fixed it a bit more.

Dann! Plagiarism! I was trying to avoid the useless debate AGAIN!

maybe join a different forum???

maybe you should take your own advice?

I knew the Petronix would get some comments..

So I guess its just:
- Valve Adjustment
- Petronix
- Timing

thx, Turk

...you old guys crack me up...
of course, I'm an AARP card holder for 3 years. Catchen' up...

Why not carry a spare module in the glovebox?

....Pertronix is a better idea (stole from ford!)

Shut up ray.....

Used points and condenser are free.

A condenser and a set of points already set at .016" in a spare dizzy makes the swap out much faster


- Valve Adjustment
- Pertronix
- Ignition Timing

Rich...don't forget to give the points people, a free pack of matches(& condenser)
so they can set their gaps LOLs

All,

I see that there are two Pertronix models that are 1847v model number:

Part number: 91847V - (says it fits 73 2.0L)
Part number: 1847V - (which most on this site recommend)

Which is correct for a Stock FI '73 2.0L??

thx, Turk

From Summit Racing's web site:

"Not ones to leave well enough alone, the people at PerTronix set out to better their highly successful Ignitor® ignition conversion systems. These new Ignitor II® conversion systems have all of the same quality features as the original Ignitor®, plus a powerful microprocessor controller to deliver three to five times more available energy between 3,000 and 5,000 rpm." ...

If you have an extra $25~$30 in your budget, I'd go with the Ignitor II (91847V).

Thanks Mark,

I was on the pertronix website, and saw this warning for the Ignitor II series:

•You cannot use solid core (typically copper) spark plug wires with this product. Solid core wires do not suppress electro magnetic interference (EMI) which will interfere with electronics in this product. A suppression style or spiral wound spark plug wires must be used.

So I was a little worried about using it...guess I could just by a wire set as well..

i dont know if they are the same exactly, but i bought a module called
"hotspark"
http://www.hot-spark.com/

had it in there for 3 years no issues, . I also have an extra dizzy in the trunk with a new set of injector points and new hotspark module, - just in case.
phil

I have read that our cars won't really benefit from using the Ignitor II setup....I've been happy with the
standard Ignitor I module.
Debate aside re: electronic ignition vs. points....the reason I switched to Pertronix was the quality of the new points modules is not very good. At least I know what I'm getting with Pertronix.
I agree with the idea of having a spare dizzy setup with points in case of failure....it's a good plan.

Blah ... I use a Crane/Allison Optical Trigger Unit.

Phil, do you know what HotSpark model you have? You have a 2.0L?



yea, I've been reading that as well on some searches I've done, leaning towards the 1847v

Do one thing at a time then drive the car. . .Install the pertronix and stop. .make sure it's working correctly . . don't want to have the possibility of multiple problems to try to sort out. . .