For minimal effort and cost,...
For minimal effort and cost, the Pertronix Ignitor II conversion kit transforms a stock breaker-point distributor into a modern electronic-ignition system. We ordered a kit to fit a garden-variety small-block Chevy breaker-point distributor, but many applications are available, including vintage stuff.
Although the Ignitor II can...
Although the Ignitor II can be installed without removing the distributor, we opted to pull ours to better illustrate the process. After clamping the distributor to a bench and removing the rotor, points, and condenser, the Ignitor II magnetic trigger wheel is maneuvered around the advance weights. The mounting studs are then guided up through the rotors mounting holes.
The stock mounting screws...
The stock mounting screws are removed from the rotor so that it can be installed over the trigger wheels studs. A pair of nuts and washers fastens the entire assembly.
Next, the Ignitor II pickup...
Next, the Ignitor II pickup is installed on the breaker plate. Its mounting bracket contains holes that line up with the same mounting holes as the points, so no measuring or drilling is required.
The wires from the unit are...
The wires from the unit are then passed through the same hole in the distributor housing used for the points wiring. As with points, it is important to attach this ground wire to the mount.
Its normal for the shaft...
Its normal for the shaft of many stock breaker-point distributors to move up and down slightly. Check to make sure that the trigger wheel doesnt contact the pickup with the shaft down...
...and isnt more than...
...and isnt more than 0.080 inch away from it when the shaft is up.
With the Ignitor II in place,...
With the Ignitor II in place, we reinstalled the distributor into our 327. At this point, we could have plugged in the stock coil and been done, but we opted to upgrade to a Pertronix Flame-Thrower II coil. This unit features a super-low resistance rating of 0.6 ohms that allows the coil to charge faster, thus providing a longer, stronger spark. We ordered ours in black, but chrome is also offered, as well as an epoxy version for extra durability.
Most breaker-point ignitions...
Most breaker-point ignitions are powered through a resistance wire (shown) or a ballast resistor to step down the voltage. Pertronix says the Ignitor II will function just fine using the factory power source, but prefers a straight 12-volt feed for optimum performance.
Locating a 12-volt feed to...
Locating a 12-volt feed to power the ignition obviously requires a source that is hot when the key is in the on position, but make sure it also has current in the start position (not all do). Our Chevy had a terminal in the fuse block labeled specifically for ignition. Make certain this terminal is free of corrosion.
Continuing to use this opportunity...
Continuing to use this opportunity for upgrades, we installed this trick distributor cap from Summit Racing (PN SUM-G5203). It features brass HEI-style terminals rather than female sockets like the stocker, which accommodate higher-quality HEI-style wires.
We finished off the system...
We finished off the system with a set of Pertronix Flame-Thrower MAGx2 low-resistance plug wires. These high- performance 8mm cables are offered in red, blue, or black. For super-stealth performance, Pertronix also offers the Stock-Look line of 7mm wires, which retain the performance features but are black with no lettering.
With the Pertronix gear installed,...
With the Pertronix gear installed, we fired the Chevy up and plugged it into a scope. The breaker-point system had been generating firing times averaging around 1.4 milliseconds...
...but with the Ignitor II,...
...but with the Ignitor II, firing times jumped to an average of around 2.5 milliseconds (B). This is a dramatic improvement, particularly when you consider that even an HEI usually fires for only 1.8-2.0 milliseconds. The ultimate result is increased operating efficiency for increased power as well as easier starting.
By todays standards, breaker-point ignition systems are generally considered antiquated and obsolete. While enthusiasts running some of the more popular powerplants can sometimes retrofit electronic ignitions from later models, these operations can entail wiring surgery many would rather avoid. Even easily swapped ignitions, like GMs HEI, may not be the answer. Members of the retro set often balk at the HEIs obvious incorrect appearance, and in some cases, the large-cap distributor is physically incompatiblejust try running one with three deuces.
We discovered an alternative in the Pertronix Ignitor II. Many rodders are likely familiar with the original Ignitor; its been available for over 20 years. The original Ignitor system consists of a Hall-effect pickup and, depending on the application, rotating cobalt magnets that are installed in the original distributor. Installation is quick and painless, enabling the conversion to electronic-spark controls for a wide variety of OE breaker-point distributors.
With the Ignitor II, installation remains just as simple, but the addition of a microprocessor provides further benefits, like expanding dwella feature found in many modern OE ignitionsalong with an increase in voltage available at the spark plug (1-½ times as much as the original Ignitor). The Ignitor II can even sense if the ignition power has been left on with the engine off, in which case the unit automatically shuts down to protect the system from damage. That same feature also kicks in when an incorrectly wired unit is sensed.
The Ignitor II can provide the performance benefits of a modern electronic-ignition system without altering the appearance of your vintage engine, and installation couldnt get much simpler. The following steps outline the procedure.