I'm about to buy one version of the Pertronix Ignitor, I know the differences between them from reading the specs, but just wondering how they compare actually in use. Has anyone got the Ignitor II fitted up?
Worth the extra money?
cheers
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I'm about to buy one version of the Pertronix Ignitor, I know the differences between them from reading the specs, but just wondering how they compare actually in use. Has anyone got the Ignitor II fitted up?
Worth the extra money?
cheers
I fitted the ls pertronix or lobe sensing .
just goes straight in easy fit worked great.
Yeah I was keen on that version but for some reason the Hall Effect seems more popular? The Ignitor II auto senses where Dwell should be at and adjusts on the fly. Sounds good, but I'm after reliability above all so was hoping to hear from someone who has hooked one of these up..
I'm told that with the lobe sensing module that it is completely reversible, so if something does happen to go wrong, you can simply put your old points system back in. If you're going on a trip the points system would be something that I'd be packing.
He wants to know about the real word difference fitted to patrol between Pertronic I and II.
And so would I and plenty others I'd bet..
I'll be watching this for sure, good thread buddy.
From memory you have.
1762, non lobe sensing, have to mod dizzy cam shaft to fit. "bad idea".
1762LS, easy fit/removal, dwell is pre set. sensors existing cam lobes in dissy. "excellent idea"
and version II , P/No ________ which adjust dwell on the fly. "Even better idea".
But how does ver "II" really stack up to ver "I" ?.
Exactly Robo! Actually I've heard that the hall effect model can also be reversed back to points if and when needed as you are only machining a lip off the shaft to allow the magnet ring to slide down and this machining has no effect on how the points worked.
ok my bad on ver I.
but you still have to machine something which is something that adds time and possibly more cost anyway.
so kinda defeats the purpose of going with ver I instead of ver II wouldn't it.
cheers
well i dont know how many people you will find who have been through both types, i personally have the 1762ls ignitor 1 and im perfectly happy with it. all the reviews say the ingitor II is better but at the end of the day i think they are a less common thing, so you will just have to jump into the deep end like i did and hope for the best. so far i happy with the $130 that i spent, ive made my money back after 1 month in petrol savings, and have noticed a rise in low down power.
cheers
nic
That's just what I'm hoping to achieve too Nic. Sounds like money well spent. Thanks for the feedback.
Definitely better than the old points setup.
so if dwell changes variable, 1 can assume top end gets a boost.
dwell settings would be a compromise for a non variable set up.
so what's the gain in variable, its gotta be a improved torque curve !
any ideas peoples
im sure you have seen it, but check out my thread i did on the install, i found the instructions hard to follow so made this picture one up to help other idiots like myself lol:Quote:
Originally Posted by gilly81
How to Fit a Pertronix Electronic Ignition to your GQ TB42
Certainly have had a good read mate. Looks like a very easy install.
Cheers
there easy to install you cant do much wrong.
just a little time consuming.
that is doing it correctly and planing it incase you have to reverse back in emergency.
don't cut oem wires, make up new loom for pertronic and keep/leave old for easy emergency swap.
the only pce you need to use is dizzy 2 wire grommet follow directions on this pce.
cheers
Ignitor II systems develop up to 4 times more energy between 3000 and 5000 RPM, than standard ignition systems. High RPM performance is improved when used with the Flame-Thrower II super low resistance (0.6 ohms) 45,000 volt coil.
Adaptive dwell maintains peak energy throughout the entire RPM range, reducing misfires while improving engine performance.
Develops on average 4 times more available energy between 3000 and 5000 RPM, and 2 times more available plug voltage.
Peak current level is reached just prior to spark for maximum energy without the heat build-up, increasing coil and module life.
Adjusts spark timing at higher RPMs to compensate for the inherent electronic delay.
Senses startup and develops more energy for quicker, easier starting. Built in reverse polarity and over current protection shuts down the system, preventing component damage.
All the benefits of the Original Ignitor...AND MORE!!!
The Ignitor II senses current levels in the coil and adjusts the dwell to maintain peak energy throughout the entire RPM range. Dwell angle is increased or decreased with changing engine RPM and operating conditions. This provides more energy at high RPM, reducing misfires while improving engine performance.
Compared to point-type systems, develops on average 4 times more available energy between 3000 and 5000 RPM, and 2 times more available plug voltage.
Compared to the original Ignitor, develops on average 3 times more available energy between 3000 and 5000 RPM, and nearly doubles available plug voltage.
Higher RPM performance is improved when used with the new Flame-ThrowerŽII super low resistance (0.6 ohms) 45,000 volt coil, however, it is compatible with any induction coil.
Peak current level is reached just prior to spark, so ignition energy is sustained with less heat build-up, increasing coil and module life.
Adjusts spark timing over the entire RPM range to compensate for the inherent electronic delay, resulting in more stable timing.
Senses engine startup and increases dwell time, providing more energy for starting sparks.
Senses incorrectly wired Ignitor II or a "key left on" condition and shuts down the system protecting the coil and other components from damage.
Compatible with 12-volt negative ground systems.
AS OF 23:30HRS TONIGHT.
EBAY AUSSIE DEALER $192
I will buy the ignitor 2 in a couple of weeks and report back here on how it is. Would not be able to compare it to the first one though.
On the pertronix 2 eBay ad I just saw it says this "Suits Nissan GQ Patrol and Ford Maverick with TB42 Carburettor Engines and Points Ignition."
So it's no good for my TB42E?
Your tb42e already has electronic ignition and timing is controlled by the ecu so no good to you
I don't follow, why do/would you want this for an already electronic dizzy !!.
Buy it send it to me, and I'll install and test it for ya ok.Quote:
Originally Posted by KRISTOFFA
I currently have 1762LS ver I
That would explain that...Quote:
Originally Posted by 97_gq_lwb
I'm going to go with version II. Hall effect should be the most reliable and the dwell adjustment should be a good thing. Not much to lose anyway.
group buy link and info for 9 other or more to join in.
ver II at $165 ea
http://www.nissanpatrol.com.au/forum...c-II-for-tb42s
I've had two mavericks first I fitted pertronix 1 lobe sensing ,and my new maverick I fitted the pertronix 2 before removing dizzy mark where rotor is pointing and down bottom of dizzy remove and grind lip off dizzy shaft I used bench grinder ,then fit sleeve over shaft screw in refit dizzy on mine I had too file white spacer a little then fit rotor button and cap then fit red to t on coil and black to negative.u can refit points in emergency I've noticed pertronix2 is heaps better and don't burn out if you leave ignition on hope this helps
Thanks mate that answers my question! Definitely going for the II now.
Good to know the lip can be removed as easy as with a bench grinder too. Cheers!
I've got the pertronix 2 in mine, seems to run fine was easy to fit, you do have to take down a lip in the dizzy shaft which is best done with the dizzy out but still was not hard. Have not noticed any great changes in power or fuel economy but happy that I won't have to change points again.
group buy link and info for 9 other or more to join in.
ver II at $165 ea
http://www.nissanpatrol.com.au/forum...c-II-for-tb42s
Well the Ignitor II and Flamethrower II coil turned up this week so I thought I'd wack it in today.
http://i8.photobucket.com/albums/a44/gilly81/photo.jpg
Lately I've been upgrading the whole ignition system for a couple of reasons, I had a miss (which was sorted out), I wanted to know that the backup points/coil/condenser etc was reliable incase the pertronix unit dies on a trip, I wanted Plan B running as good as possible, and by getting the old points etc running at their peak, I thought it would be a good comparison swapping straight to the Pertronix system to see the difference.
Basically I had a bog stock system running apart from the extended rotor button.
Recently I have done the following:
New stock coil
New Leads
Extended Rotor Button
New Distributor Cap
New Condenser
New Plugs - Just standard NGK's
...and it's been running sweet. Barely missed a beat and had far more power than it did the day I bought the Mav. In fact it was going so well, I was really doubting that I'd notice a difference by fitting the Pertronix kit, but thought what the hell, I'll never need to adjust points again, you guys all rave about it, so it can only be a good thing.
Even though I had just bought a new coil, it was just a stocker from Repco so I thought I'd retire it to a spare and give this flash new Flamethrower II Coil a go. 0.6 Ohm Resistance, sounds decent.. Man this thing weighs twice as much as the stock coil! I bypassed the resistor by just running both leads to one side of the resistor (the instructions say to splice the two wires together, but I want a quick and easy solution to rewire for points if needed so I went this way.
Ignitor II Install: There's plenty of threads on the original Ignitor install so I'll just go over the differences.
Machining of the shaft - this is the main one that puts people off buying the unit to start with. It may be a bit primitive, but I did a tidy job with the distributor shaft in the end of the battery drill and knocked a fair bit off on the bench grinder, and tidied it up with a file while still turning with the drill and it was good to go. Honestly all up we are talking 10 mins extra work, and nothing detrimental to reversing the system back to points, this is just the lip that the rotor button sits on, there's still a lip, just half as thick.
The unit sits in place of the points and a magnetic sleeve pushes down over the lobes on the shaft. It's non-directional, there's a magnet for each lobe really so the sleeve just pushes down in place and you're away. Then there's a white spacer sleeve that sits over the shaft to hold the magnetic sleeve in place I'd say. This sleeve is a neat fit between the rotor button and the magnetic sleeve. Actually I had to file it down a touch to get it to work with my rotor button, but it might have worked without this if you have a standard genuine button.
The wires: I didn't even think to check length, every thread I've seen on these systems suggests that the wires from the module to the coil are far too short and need to be lengthened. I cut the ends off anyway to run the wires through the standard rubber grommet without splitting it, but in the end I had no dramas running the wires to the coil neatly without lengthening at all. A couple of new eyelets and I was done and good to go.
Driving - first impression: The first thing I noticed was how smooth it idled. There was a big difference when I fitted the extended rotor button, but this was different again. It's just doesn't even slightly miss! Then after driving through the gears it just felt smoother and refined. In fact it's a WHOLE LOT smoother. Actually feels like a more modern engine to drive now. The other difference for me is the torque low in the rev range. Go around a corner in 3rd and it just pulls away so well, I'm impressed! High in the rev range it seems to be strong but I'm not one to rev the tits off a TB42. I just don't see the point. I rarely wind it out past 4 grand, but it was strong up to there.
More power? I doubt it. Maybe a little. But overall I'm really happy. Over and above a completely new stock ignition system with an extended rotor button, this gear is well worth the money!
Hope that helps someone make up their mind.
cheers
gilly
Cheers Gilly, thats an awesome write-up. A mate has just orderd The pertronixII and Flamethrower coil and i wont be far off getting the same myself. Its good to hear the difference first hand:)
Are you required to still have a capacitor hooked up to the distributer?
The only thing you leave connected is the coil, the ceramic resistor is disconected and you join the wires from each end together. The distributor only has two wires and a plug that you re connect
You are correct in what your saying Robo, a wider dwell angle is required for lower rev range application & a narrower angle for the upper rev range application, which most older ignition systems don't cater for. So the introduction if this system will provide the user with quite a substantial technological upgrade from even an older model electronic ignition system.Quote:
Originally Posted by Robo
The advantages should be a better more even torque application throughout the working rev range.
I'd also like to point out that this is not new technology therefore I don't think reliability issues will be a factor worth concern in the newer Pertronix Ignitor II
Just my view.
Oh by the way I have a Pertronix 2 and flamethrower 2 and I'm happy with it, it just feels better when it revs now