RE: [Chrysler300] 300F problems Pertronix

["Owen Grigg" <ram300@xxxxxxxxxx>]

Hi guys,

Can't comment on the ram cars but I've had an "original" (phase 1?) version
of the Pertronix, in my 300C driver for many years, I remember I bought it
from the first batch available through John. I run the original coil the car
came with (April '57 model) and a ballast resistor. The car runs and idles
very nicely and I really can't remember the last time I had the plugs out.
Maybe I just got lucky.

I now run Pertronix in all my 300's, for me life's too short for
changing/adjusting points on a rear mounted distributor with dual quads.

My 2c worth....or maybe less.

Owen        

-----Original Message-----
From: Chrysler300@xxxxxxxxxxxxxxx [mailto:Chrysler300@xxxxxxxxxxxxxxx] On
Behalf Of johnl
Sent: Saturday, 17 March 2007 8:09 a.m.
To: Roger Schaaf; Chrysler 300 list service
Subject: Re: [Chrysler300] 300F problems Pertronix

Hi all,

I've been following the e-mails regarding ignitons and have some info for
you.  First, Pertronix currently does not produce and Ignitor II for the
early Hemi's or the 413 dual point type distributors.  According to my
recent conversation with John Gutheil, Pertonix's national sales manager and
my personal friend they are not going to build such.  Adding the 40,000 volt
coil to any of their systems is a plus.

I've seen comments about failures and the Pertronix not working well.  Usual
this is due to improper installation.  On the very few units we receive back
for warranty claim there are virtually none that have failed.  The reason I
know this is because Pertronix sends back a report on every unit we turn in
for warranty.

For those of you who viewed American Hot Rod on TLC (The Learning Channel)
last night you saw Gary Meador's 300B of the Goodguys that Boyd Coddington
did for him.  Chrysler 300 International club member Ken and his son Brad
Brody were deeply involved with this project.  Brad rebuilt the entire
engine and various other aspects of the car.

Well, during the trip to Scottsdale, Arizona for delivery of the car to Gary
you saw it stop running.  When this occurred I got a panic phone call from
Ken Brody asking about failures on the Pertronix.  Soon it was discovered
that the Ignitor was not the problem, but the tang from the bottom of the
distributor drive had broken off.  By the way that was Brad hanging over the
fender exposing his back side.  Don't care what type of ignition you've got,
if the thing doesn't spin it don't work!!!

Hopefully this will put to rest some of the misinformation going around.

John Lazenby

1955 Chrysler New Yorker Deluxe Town & Country
1955 Imperial Newport
1955 Chrysler C300 Tango Red
1956 Chrysler 300B Cloud White
1957 Chrysler 300C Coupe Raven Black
1960 Chrysler 300F Coupe Alaskan White
1963 Volkswagen Beetle Black
2001 BMW ///M5 (A Modern Super Car)
http://www.bmwmregistry.com/model_faq.php?id=18

  ----- Original Message ----- 
  From: Roger Schaaf 
  To: Chrysler 300 list service 
  Sent: Friday, March 16, 2007 10:49 AM
  Subject: Re: [Chrysler300] 300F problems Pertronix


  Are points lost in judging of 300's that have converted to electronic
ignitions?

  Roger Schaaf
  300 B
  ----- Original Message ----- 
  From: Tony Rinaldi 
  To: Richard Osborne ; John Hertog ; VICTOR KOONTZ ; Chrysler 300 Club 
  Sent: Friday, March 16, 2007 7:42 AM
  Subject: Re: [Chrysler300] 300F problems Pertronix

  To All,

  You all must be careful when sharing war stories about the Pertronix unit.

  Are you talking about the original one or the (improved?) Pertronix II,
the
  upgraded model.

  John Hertog put the original Pertronix unit in my ³F² and the car ran
  horribly. He had my distributor re set up with dual points (calibrated by
  Don Verity) and the car ran well.

  If you take the switched power source from the ballast resistor, be sure
to
  take it from the origin (before the resistor 12V side) and not after the
  resistor (6V side).

  Subsequently, I converted my car to Mallory CDI ignition with the points
  acting only as signaling devices. Had to redo wires with epoxy Mallory
coil.

  Tony

  From: Richard Osborne <richard@xxxxxxxxxxxx>
  Date: Fri, 16 Mar 2007 05:44:22 -0500
  To: "John J. Hertog" <crossram@xxxxxxxxxxxxx>, 'VICTOR KOONTZ'
  <wikki123@xxxxxxxxxxxxx>, <chrysler300@xxxxxxxxxxxxxxx>
  Subject: Re: [Chrysler300] 300F problems Pertronix

  John,

  I think something else is the issue here. There is NO dwell setting with
the
  Pertronix upgrade. It is the absolute definition of plug and play. I added
  this to the white G last year. I had accidentally pulled some of the wires
  loose from the points while attempting a re-detail of the distributor.
  Rather than screw with setting the points back up, I called John Lazenby
and
  ordered the Pertronix.

  The hardest part of the install was finding a good non-obvious power
source.
  I suspect this is where the problem at hand lies. I no longer have the
  instructions, but it is very specific the power requirements. I spliced in
  around the ballast resistor, I'd have to look at which side, I can't
  remember right now.

  Once I had it installed, I was amazed as my car was no longer a turd, it
  performed great! The car had always run o.k., it just never had any balls.
I
  feel it now has the power it should have had all along now. I do not mean
to
  imply that this improvement is strictly because of the Pertronix (I think
  something was set incorrectly with the points), but I am very happy with
it
  and have no interest in switching back to points as I plan to continue
  driving it a lot.

  Best regards,

  Richard Osborne

  >>> "John J. Hertog" <crossram@xxxxxxxxxxxxx
<mailto:crossram%40optonline.net> >
  03/15/07 11:07 pm >>>
  Hi Victor, 

  Welcome to the Club and to the listserver. For the rest of the group,
  Victor owns a 300F hardtop restored by Tom Cox and then owned for a bit by
  Thomas Powers. 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@xxxxxxx
  <mailto:d.verity%40cox.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@xxxxxxxxxxxxxxx <mailto:Chrysler300%40yahoogroups.com>
  [mailto:Chrysler300@xxxxxxxxxxxxxxx <mailto:Chrysler300%40yahoogroups.com>
]
  On
  Behalf Of VICTOR KOONTZ
  Sent: Thursday, March 15, 2007 5:23 PM
  To: chrysler300@xxxxxxxxxxxxxxx <mailto:chrysler300%40yahoogroups.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 ?

  [Non-text portions of this message have been removed]

  [Non-text portions of this message have been removed]



   


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