Standard
Ignitor
(Click above for more information)
The
standard Ignitor is recommended for basically stock or mildly modified
engines. Teamed up with a PerTronix 40,000 V Flame-Thrower Coil, the
Ignitor will provide more than enough spark energy for almost all
applications. We have customers running in the 11s and 12s in the quarter
mile with this combination. The Ignitor can be used with OEM type coils.
Caution - some aftermarket coils have lower primary
resistance than an OEM or the PerTronix Coil. Using one of these could
damage the Ignitor. Rule of thumb - for 8 cylinder applications the resistance in the coil circuit must be 1.5 ohms
minimum. For normal performance 6 cylinder and 4 cylinder applications the
resistance should be 3 ohms minimum. This resistance can be measured
across the negative and positive terminals of the coil with all other wires
removed. If you have a ballast resistor in series with the coil, its
resistance is added to the coil resistance.
Many older vehicles have resistor wires feeding power
to the coil when the engine is running. The resistor wires are bypassed
when the engine is being started and full battery voltage is fed to the coil to
facilitate start-up. These wires were intended to reduce the voltage to
the coil in order to extend the life of points. Most of the time an
Ignitor will work well with the resistor wire left in the circuit.
However, in some cases the resistor wire, or its connections, may have
deteriorated over time resulting in an excessive voltage drop at the coil.
This could adversely affect Ignitor performance, especially at higher RPM,
resulting in misfires. The resistor wire may be bypassed and a full 12
volts can be fed to the coil as long as the coil resistance requirements
mentioned above are met.
Lobe
Sensor Ignitors
(Click above for more
information)
The remarkable electronics in the Lobe Sensor Ignitors can sense the lobes on
the distributor shaft points cam as they go by without physically touching them
and trigger the coil circuit accordingly. With the Lobe Sensor
Ignitors there is no need to pull the distributor for installation, no shimming
of the distributor shaft, and no magnet sleeve required. A
Lobe Sensor-type Ignitor is not necessary with distributors that don't have the
centrifugal advance mechanism on the end of the distributor shaft such as Fords
and Mopars. Standard Ignitors are easily installed on those distributors.
Ignitor
II
(Click above for more
information)
The Ignitor II is designed for those who want to get every last ounce of
potential out of their factory high performance or modified engines. It
has a variable dwell feature as found on HEI distributors to give increased coil
charge time at higher RPM. When combined with a PerTronix 45,000 V Flame-Thrower
Coil II the Ignitor II develops an average of 4 times the spark energy of a
points system between 3000 and 5000 RPM. At 6500 RPM the Ignitor II/Coil
II combo is still providing twice the spark energy of a points system.
This is the ultimate in electronic ignition conversions.
The Ignitor II has a
built-in safety feature which switches off the unit should the key be left in
the "on" position without the engine running. This prevents the
possible overheating of the Ignitor II/Coil circuit. To reset the circuit
simply turn the key
We tested the Ignitor II/Coil II versus the Lobe Sensor
Ignitor and points at the track. Click here for a
summary.
