|
As someone who has used a 1947 Desoto AS our daily driver for 22 years, I can tell you that the quality of points and condensers has been going downhill for years. SMP (Blue Streak) went on a buying spree in the late 1990’s early 2000’s. The got loaded up with debt and then the late 2000’s slump happened they were headed into trouble. Because 90% of the automotive business was in Electronic Ignition
SMP sold their headquarters property and manufacturing plant. They moved point and condenser manufacturing from Long Island City to Reynosa, Mexico. I have watched the quality slide over the last 10 years or so. I purchased a batch of condensers and points about 5 years back. The condensers MF ratings were all over the place. The bottom of the points was rough and the chrome was peeling
off half of them. Of course, NOS condensers after 30, 40 or 50 years typically are not any good just from age. If you can find points with plastic as opposed to Bakelite then they are not too bad. I tried some of the other brands the holes did not line up correctly on the plate. I had some of the same issues with the dual point in the 300, I am currently using a MOPAR electronic unit. If I stick with points on any of my cars, I may modify the dizzy to use an external condenser so I can order some high quality caps and not worry about the size. As to the points, we may end up having to machine Delrin cam blocks and placing
new point material on the arms. I used to get 3 or years out of a set of points in daily usage once I got the MF dialed in on the condenser so that there was little material transfer one way or the other one the points. The problem is that is not generally possible anymore. James From: chrysler-300-club-international@xxxxxxxxxxxxxxxx <chrysler-300-club-international@xxxxxxxxxxxxxxxx>
On Behalf Of Ray Melton Steve - A long-time mechanic nearly 50 years ago told me, "About 80% of all carburetion problems are actually IGNITION problems!" Based on personal experience, I would HIGHLY recommend getting the Pertronix unit and their matching high-output coil, while also
cleverly bypassing the "ballast resistor" to get continuous 12V required by the Pertronix module and coil. The Pertronix module REQUIRES RFI-suppressed ignition wires to avoid back-EMF interference which can destroy the module - that omission contributed
greatly to early failures of the module and hence its spotted reputation in early years. You will probably easily find 8mm suppressed wire sets, but if you are a stickler for originality, you will probably have to make up your own set of 7mm wires (including
the coil) from bulk wires and using your original (or new) end connectors. I got my 7mm black wire-wound RFI-suppressed bulk wires from Kingsbourne Wire Werks and assembled my own wire set. While I was at it, I installed the latest equivalent NGK IX Iridium
fine-wire spark plugs; just look up the cross-reference chart. After priming the carburetors with an auxiliary electric pump back at the tank, my 392 Hemi now starts within barely two revolutions of the crank, sometimes less! And NO MORE of those cursed
dual points that are nearly impossible to get synchronized! Ray Melton 1957 300C cvt in Las Cruces, NM ********************************************* On 8/13/2023 6:53 PM, Ron Waters wrote:
-- For archives go to http://www.forwardlook.net/300-archive/search.htm#querylang --- You received this message because you are subscribed to the Google Groups "Chrysler 300 Club International" group. To unsubscribe from this group and stop receiving emails from it, send an email to chrysler-300-club-international+unsubscribe@xxxxxxxxxxxxxxxx. To view this discussion on the web visit https://groups.google.com/d/msgid/chrysler-300-club-international/CY5PR19MB61713C75ED94133C885BC0A09317A%40CY5PR19MB6171.namprd19.prod.outlook.com. |
Back to the Home of the Forward Look Network
Archive Sitemap