Pertronix in a Y-block 292

Well, I think I'm going to switch to electronic ignition in my 292 y-block. Apparently electronic ignition touts many benefits such as easier starting, increased performance, smoother idle, and even better MPG's. Also, never having to adjust points again is a clear benefit. However, before I just go purchase it, I'd like to get a little more information about all this Pertronix stuff.

I understand that there is a Pertronix I and II. I've read that the Pert. I is better for stock engines while the II is more for high-performance. Is this true?

How about the reliability? I continue hearing people say how their Pertronix just dies and that it is a pretty substantial problem with the product.

If I get the Pertronix I and the original Flamethrower coil, am I supposed to remove the ballast resistor? I'm pretty sure I am...

And if anyone on here is running a Pertronix in a Y-block, please speak up, as I would love to hear from you and your experiences (do's and don'ts too) with Pertronix.

 

I had the Igniter II in a 312 Y-block for 7 yrs. No problems at all. I saw an increase in MPG, better throttle response, and easier starting . I ran an Accel hi-po coil, with an external ballast resister.

Bernie Scheuerman

 

I used the Crane electronic conversion on my 292 and added a ballast resistor because my truck didn't have one (I believe it had a resistance wire but it was long gone). Anyway, it was cheaper than the Pertronix unit, installed flawlessly and it started up on the first crank. What more can I say? I haven't driven it at all so I can't speak to the durability of the unit but from what I've researched, they're just as good as the other units available.

I hope this helps you make a decision. Good Luck,

Todd

 

we put one in our 57 ford, works great but dont leave the key in the on position when its not running.

 

Thanks guys for all your input so far!

Hmm, I heard something about this. Doesn't something burn up or fry when the key is left on?

 

I've had them in a couple of cars, good stuff, no worries.

 

yep, the Pertronix

 

I put a Pertronix set-up in a customer's '64 Galaxie 427 2X4 car. It was an original dual point car and I got a single point dist. and swapped it over. It worked OK. I hid an MSD box under the dash to fire this thing and it really woke it up. It was lazy and un-responsive until we fired it off the MSD. The Pertronix is a simple fix for points, but you will need more spark for compression and high horsepwer. Never used the P2, it might be better...but you can't go wrong with MSD.

Later,
Kevin
Ooltewah Speed Shop
www.kevkographics.com

 

So from you it sounds like an MSD box with the Pertronix I is the ticket?

How much does a typical MSD cost? If I chose, could I just add it on later?

 

i have a 312 with pertronix for about 5 years car runs great better gas mileage more power would never go back to pionts

 

Seems like the general consensus here is that the Pertronix setup is a great system and the right way to go. My worries about reliability seem to fall through the floor so far.

Do you guys keep an extra set of points in the glovebox just in case?

 

The reliability of the Pertronix is great. No problems what-so-ever. The only time you will uncover a problem is when you get an engine with high compression and 400+ HP. Then it's time to put the MSD into play. With the MSD it will fire in a bucket of oil...So out of time and lacking spark plugs will be over-ridden by tons of spark and the ultimate fire power. It's not something that is required on all engines, but if you want to eliminate the chance of spark knock or detination...MSD is your only choice. Nothing else on the market compares. The NASCAR boys have some stuff that Crane makes that is basically an MSD and is compatible to all MSD plugs and boxes, but unless it comes out of a shop in Charlotte, don't waste you're money. Trust me.

Thanks,
Kevin
Ooltewah Speed Shop

 

From everything I've researched, the problem with these conversions is improper installation, i.e. no ballast where required. The directions are pretty straight forward. Determine if you have a coil with an internal resistor, if not, install one where required.

 

Wow, that really sumed up my query about the ballast resistor nicely. Thanks.

 

Well, I guess that's where I get off. My 292 won't be making high compression and 400+ hp anytime soon, I can tell you that!

 

I've run the Ignitor 1 in three of my own cars now, one was a '59 Ford with a 292. I am a firm believer in their benefits. In addition, I've sold literally hundreds to customers at my work, and ALL of the failures were due to some form of operator error. Not one single customer has ever had a unit installed and working properly, only to come back to me with a parts failure.

 

I have pertronix on my 292 and it works great. I also had it on my 390 F.E. and it worked fine. It did go out once, but that was after 7 years . I kept the whole points set up in my tool box and changed it on the side of the road. Good increase in gas mileage.

 

The Ignitor seems OK, but their coils, that's another question. A search will reveal all if anyone's interested. Just in case anyone is thinking of getting a coil and Ignitor combo.

 

Why, what's wrong with their coils? I was originally thinking of a Ignitor and coil combo...

 

The short answer is they fail. Leak oil, puff up, breakdown under load etc. As I said, do a thread search, plenty of board members have experienced this. I had 2 that did it.

 

I put one on my 250 six and it rocks. Starts much quickier and easier. Not had any problems at all.