RE: [Chrysler300] 300F problems Pertronix

["George McKovich" <george@xxxxxxxxxxxx>]

Paul and others....
Speaking from my personal experience on my 57 300C engine with Pertronix
ignition, I found the car performed much better with the Pertronix 40,000
volt coil added. I can't tell you why but they say on the Pertronix page
that it allows for slightly wider spark plug gaps and more efficient burning
of fuel. I know I do not get any fouled plugs or plugs getting crusted with
carbon and that is after 14,000 miles plus on the engine and tune-up.
 
George
 
 

  _____  

From: Chrysler300@xxxxxxxxxxxxxxx [mailto:Chrysler300@xxxxxxxxxxxxxxx] On
Behalf Of Paul Holmgren
Sent: Thursday, March 15, 2007 10:30 PM
To: John J. Hertog
Cc: 'VICTOR KOONTZ'; chrysler300@xxxxxxxxxxxxxxx
Subject: Re: [Chrysler300] 300F problems Pertronix



John J. Hertog wrote:

> Hi Victor, 

snip

> Very nice black hardtop. Now on to your question - and a
> good question it is! I noticed the same dwell readings (I kind of tend to
> remember a lower number, though - like 18 degrees) when I installed a
> Pertronix on one or two of my 413 ram cars. And all I can say is that the
> car(s) never ran quite right with Pertronix. I ended up removing them,
> reinstalling the factory dual points, and everything was much better
again.
> Also, what brand and model plug are you using? Comments, anyone? 

> Vic, you may want to talk to Don Verity, at d.verity@cox.
<mailto:d.verity%40cox.net> net ; he's got a
> Sun distributor machine all set up and could fix up your distributor to
> spec. and bench-test it ...

> Original tires were 9.00- 14 Goodyear BlueStreak w. 2 1/2" whitewalls

> John Hertog
> Sag Harbor NY

> -----Original Message-----
> From: Chrysler300@ <mailto:Chrysler300%40yahoogroups.com> yahoogroups.com
[mailto:Chrysler300@ <mailto:Chrysler300%40yahoogroups.com> yahoogroups.com]
On
> Behalf Of VICTOR KOONTZ
> Sent: Thursday, March 15, 2007 5:23 PM
> To: chrysler300@ <mailto:chrysler300%40yahoogroups.com> yahoogroups.com
> Subject: [Chrysler300] (unknown)

> I just got a 300F & the old owner said he had troublewith the car
carboning
> the plugs within 3 to 4 weeks after replacing the plugs. I haven't had it
> long enough to experience that problem, but with the plugs so hard to
remove
> etc. I don't want go through it. I did replace the plugs when I got the
car
> because it wouldn't run. The car has a pertronix replacement of the dual
> points with a regular coil. I took a dwell reading & it was 22 degrees.
> Single points should read 27to34 degrees. Could this cause the fouling do
> to low saturation time ? Should I put in a pertronix high voltage coil ?

Humm, strictly off the top of my head (ok, I tried to dredge up these 
thoughts from long term memory storage with out looking on the web for 
verification of what I think I remembered)

Doesn't dwell have something to do with saturation time? Does a 
satisfactory saturation time of the coil make for a nice hot spark??
I don't recall that it made for a LONGER duration spark.

If that's the case 30 degrees plus of saturation time was supposed to 
make for a better spark sent to the plugs, with higher compression 
ratios (better then 8.5:1 or so) a good hot spark is DESIRED and 
probably needed. Would any form of short dwell system function good with 
our engines/applications even if it were feeding some form of 'boosted' 
ignition hardware, a CD or MSD type of ignition system??

I do not think a replacement coil that is supposed to give more volts 
will help here, as I recall some theory discussions (again many years 
ago) the 'volts' actually used for spark will only be enough to actually 
bridge the spark plug gap at the instant the spark actually starts to 
jump the gap. That ends up being a mix of Compression at that moment, 
the AirFuel ratio squeezed in the cylinder, the atomization of the fuel 
and the cumbustionability of the fuel.
I seem to recall someone once saying that a ignition system thats 
capible of delivering High volts (decidedly more then the stock systems
(which I think is supposed to good for 14000-18000 volts on average) 
might end up actually still only delivering about the same volts if 
thats all the motor needed (normal operations)

Now, maybe someone in the group who might have a lot of time with a 
tune-up scope could shed some light here??

-- 
Paul Holmgren
2 57 300-C's in Indy
Hoosier Corps L#6


 


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