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[george_dotty24]

I'm considering ditching the points in my TR3A for a pertronics unit and I'd like some feedback on if they perform as advertised and what other upgrades were installed along with it(wires, coil, etc.).  I've installed a Crane unit on a Jensen Healey and experienced some issues.

[TR3driver]

Lots of people seem to like them, but I was not happy with the one I installed on my TR3.  It actually made the engine harder to start! 

After switching back to points, the engine starts much easier in the morning, and takes less choke to warm up.  I also need to back off on the fast idle adjustment as the cold idle is now too fast.  The difference with the engine warm is less pronounced, but it does seem to have crisper throttle response with points.

[donbmw]

I have tried it twice and have gone back to points. I would like to use it again butr will stay with the points. I think it runs better with the points than with the Pertronics.

[george_dotty24]

Thanks guys, this is what I've been hearing so I guess I'll get the feeler gauge out and relive my youth.

GH

[Bob Muzio]

I have had a Pertronix on my TR4 and E-type for over a decade and I'm very satisfied with all aspects of its performance. What is really nice is I don't have to "get out the feeler gauge" to fuss with points gap and timing.
Bob

[george_dotty24]

Thanks for weighing in Bob.  As I expected I'm going to get half of the responses on the positive side and half on the negative. 

Thanks again. 

GH

[JimmieD]

Hi folks,

Just registered this AM to respond to a particular thread, so please forgive my late responses to old threads.

FYI: The Pertronics may cause some problems but often these are due to its high efficiency, not shortcomings. That is, the hotter/quicker spark and creates a slightly different spark advance curve and requires good components elsewhere. This may result in revealing other problems in ignition system not seen with 'conventional' points.

A faulty distributor cap may suddenly start to arc over across cylinders, also carbon tracking in cap can cause the same. A weak carbon electrode in cap top, or poor quality rotor can fail to accurately transmit the higher spark current. Plug wires with faulty insulation might have been fine with low voltage points ignition, but with Pertonics they may crossfire, or spark to engine ground. A weak coil, not uncommon, can fail to produce adequate spark. Even a bad distributor ground can cause large, perplexing problems.

Best to start out with all fresh components to insure that the ignition system is capable of handling the increased spark. Once installed, adjust timing to highest idle rpm, then back it off just a hair. Carefully test drive vehicle, listening closely for pinging. What you want is the maximum spark advance from distributor, just before the point where it cause pinging or detonation. Due to bad gas now, turning distributor just a wee bit more retarded protects against a bad load of gas causing detonation.

The Pertonics fires the system a little more quickly and much hotter, so 'normal' distributor timing etc. may not perform as expected: hard starting, run-on after shutting off, missing due to cross-firing, detonation etc. With all new components and distributor properly timed to take advantage of increased spark energy you should be good to go.

Also remember that the system grounds [often marginal at best] are absolutely critical to optimum performance because all that electricity must reach its destination to work properly.