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I am considering changing over to an elctronic ignition using a kit from Lectric-Limited. Has anyone had any experience, good or bad, with this setup for a '67 327/300? I am mostly concernecd with underhood heat affecting the module as it gets very hot here in Fla. in summer.Also, can I buy a high-output coil that looks stock (eg, black) to go with the kit? Thanks for your help.
Don
Figure that a set of points lasts at least 30K miles and a dwell angle check every 5-10K is a good idea.
Consider that if an electronic system takes a dive you're going to be calling a tow truck. Keep an old set of removed points (set the dwell to spec before you remove them) in your road spares and a screwdriver. If they ever fail (which is rare if they are changed at a reasonable interval) just put in the old set and continue on your journey.
One of the "beauties" of vintage cars is that they have SIMPLE electrical systems with mechanical relays - no black boxes that fail and leave you stranded, and if those simple mechanical relay type systems fail they can usually be jury-rigged to get yourself home and even repaired inexpensively.
Duke and Roy,
It sounds like you two don't have a whole lot of confidence in these conversions. I remember when HEI ignitions first came out in 1975, the modules got hot and quit. I imagine there have been a lot of improvements in 29 years, though.I,too,would carry a spare set of points and condenser,if I finally do decide to do the conversion. I mainly want it for the hotter spark.
Actually, I don't have much faith in the electronic conversions. Just another damned black box! The HEI in my Cosworth Vega failed twice - pickup coil and module, but it was probably more related to the 233 Hz 13g second order unbalanced vertical shaking force peak at 7000 revs rather than heat. It's an excellent system when it works, but it either seems to work perfectly or doesn't work at all. I had the same experience with a TI in my SWC, and both would fail without warning, or very little - like about two blocks.
Points almost never fail,but when they do, they usually give you some warning. A "hotter" spark doesn't do anything. Once the ignition energy is sufficient to light the fire, additional ignition energy will not improve performance. Electronic systems generally have greater energy reserve, so ignition will be reliable even if plugs, wires, and other secondary components are significantly degraded, but most vintage Corvette owners are better than average at maintaining their ignition components in good condtion.
I blew my points on the freeway, at night, in Miami! Took me a half-hour, in the dark, to discover the cam follower on one set of points was broken off. A bit of matchbook cover from the side of the road inserted in the bad set, and with a now single-point distributor I was on my way! Try that with electronics!
I installed Pertronix unit a couple of years ago in my 65. It works great and I would highly recommend the conversion for a driver. No points to change, plugs last longer, no dwell angle to mess with, rock steady timing, increased time interval between tune ups, and a couple of extra horses. It's also a reasonably easy conversion, and easy to change back to points if desired. Although I admit that keeping a tune up kit in your car is probably a good idea in case of an emergecy. The only problem with the Pertronix unit is an extra wire from the distributor to your ballast resistor. It's a dead give away that you have upgraded the ignition to anyone that really knows what to look for. However, I believe the unit carried by Lectric is a Breakerless SE, which uses only the stock wire to the coil. This unit looks bone stock unless you look under the cap, and has all the same advantages. I just bought this unit to replace the Pertronix unit for a more stock appearance, but I have not installed yet so I cannot speak to its performance.
I also have installed a Pertronix and so far ( approx. 6yrs. and 20,000 miles ) haven't had any negative issues. I am still running the same plugs that I put in new at the same time as the changeover and the car runs great. If I ever decide to go back it isn't a big deal but unless I were to have this car NCRS judged I doubt that I will. I am using the stock coil and to date have not found any need to adjust or change anything since the initial install.
Back in the 70's I remember a conversion kit we installed on my Comet was short lived. I think the reliability of the electronic conversion kits are not much different than the points systems nowadays. I have had condensors go bad that left me stranded on points systems. Years ago, after as little as 2000-3000 miles, my points system used to deteriorate on a single points distributor. The points were not burned, blued or pitted etc. And checking and adjusting dwell did not alter performance. However, every time I dropped in a new set of points the car ran better. I never did figure out why I was getting short points life. Later I went with an original dual point setup and had no such problems. I have another car with Pertonix setup, and have not had any problems. I currently have one set of the dual points triggering an MSD box. I no longer foul out the plugs like I used to because of the dual carb setup. It also smoothed out the idle, probably just due to eliminating the mis-fires.
Not being rich (old definition), I have great trepidation as to leaving my '61 on the side of the road due to breakdown. Pertronix to the rescue! Installed last year it makes starting, running in traffic with low RPM's and general living with a lot easier whether running my two-fours or one Will Carter. No permanent mods needed to your stock distributor. Add a box, say an MSD, which is the hands down favorite amongst the hard core on land or water in Alaska. Stock coil works fine. Of course, back up with spare coil, condensor and conventional points, matchbook---and Col. Sam Colt.
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