pertronix install on a LA 318

Im installing pertronix II on a 1970 318. I've spliced the ballast resistor wires together as instructed. The directions say to attach the blue wire I've just spliced to the positive side of the coil, and run the red wire from the pertronix to the positive as well. But, on a 318, there is also a brown wire attached to the positive side of the coil, it runs to IGN 2 in the steering column. Do I put both my spliced blue wire and my IGN 2 brown wire on the + coil?

Yes, run the brown wire either to the coil positive primary or leave it there as it is now at the downstream end of the (bypassed) ballast. The pertronix coil and the P module, both need full 12V in crank (ign2) and in run (ign1). jump the ballast/good connections & you're ready to (rock) & roll. dont forget the caveats regarding the P system. dont leave key on/brass inserts dist cap/suppression plug wires/tight dist bushings/leave green tape in place/proper gap

thanks Robert. I traced my wiring diagram and confirmed Im getting both IGN 1 and IGN 2. I gapped the unit with the feeler gauge. The new rotor and sleeve didnt 'snap' into place as I read they would, but they were aligned properly.

My mistake on the engine, its a 72 318. it came with an edelbrock 1406. Im going to get new plugs today, any recommendations?

reportedly alot of plugs are made overseas now (& I dont doubt it). Good reviews on NGK. I had autolite 65 (iirc) in my 65 dart w '83 318/eddy 1406 & color was good. I did richen the cruise step a bit from what was in it originally. if you find some plugs on sale that'd be what I'd go with. EDIT I wanted to ask: did you use the matching P coil I II III for the I II III P system you installed? I was wondering if you use a regular coil (with the P system) if you should keep the ballast expecially since the I and II p systems ain't multispark (tho you would want full 12V to the P module. Eric what do the instructions say regarding this. I believe multispark which the P iii is will let you run full 12V to a coil that is originally intended to have a ballast in ign1 run but maybe they are telling you to run full 12V to any coil you use. Any thoughts

I bought Pertronix II #91381A, with matching Flamethrower II coil #45011. I deleted the ballast resistor, spliced the wires together (IGN 1) and ran them to the + coil, and ran the brown IGN 2 to the + coil. Then I ran the pertronix red wire to + coil and the black wire to the - coil.

So, both IGN 1 and IGN 2 run to the +coil. In this instance, is it ok to run the electric choke to the + coil?

I did on mine but some have stated that it causes a voltage drop to the coil and it is better to draw from further upstream such as the fuse box but I believe a draw is a draw no matter where it comes from & you do want good continuity everywhere on all terminals/connections to minimize the voltage drops. I would say yes go ahead & T into that blue wire switched 12V ign1 run circuit

I spliced into the ign1 wire. The choke didnt do anything though, the unit must be broke or seized up... rebuilding the carb soon anyways so will take care of it then.

New plugs, fresh gas, oil, filter, the pertronix, and a bit of starting fluid and it fired right up. hadnt been run for a few years. Set timing around 10 degrees with no pinging. Timing mark is bouncing around, the engine is probably due for a new timing chain.

None of my gauges working, except ammeter, and fuses are good. Gotta go through all my connections and grounds, and will replace the headlight light switch and ign switch just to be safe.. this car sat outside for a long time.

It's only been in the car for a few hours, so I cant speak for longevity, but so far Im very impressed with Pertronix.

The Pertronix III has multi spark and rev limit. Im wondering if I should just get the III setup for my 440 instead of the MSD distributer and box which together run about $1000

For a 550hp street 440, maybe the pertronix is good enough? it's only about $200 for everything

Has anyone ran the III on a high performance engine? What did you think about it?

If I'm reading this right: you have the P II for $200 & the MSD is 1K I'd be happy with the P. I could do alot with $800. I ain't a fan of rev limiters tho they are needed in some apps & multispark reportedly gives slightly easier starting but outside of that a single spark is adequate (get the mixture right).

I put the P II in the daily driver I bought with the stock 318. I chose the p II because the P I has been reported to burn up if ignition is left in the on position with engine off.

Im interested in putting the P III in my aluminum headed 10.3:1 compression, 5.6 lift 440. I wanted multispark and rev limiter, thats why I was looking at the MSD distributer and MSD box (plus later on a new motor will be going into the car). But that is almost $1000 for the pair, while the P III is about $200.

I talked to the Pertronix tech and he said the III has both functions. Im no expert on multi spark ign systems, so I dont know how the Pertronix system capabilities compare to the MSD. I just know MSD by reputation of quality, and I know I'll be putting in a race motor at some point so I figured the MSD box would be plenty for the 440 and still be able to handle any needs I'll have with the next motor, be it a stroked B or an aftermarket block.

P III for $200. MSD $1k (if I read that right, 1K sure sounds outrageious). P is hidden/no box. I know what I'd do. Holler how your choice works when the time comes

Quote:

---

P III for $200. MSD $1k (if I read that right, 1K sure sounds outrageious). P is hidden/no box. I know what I'd do. Holler how your choice works when the time comes

---

For sure.

FYI, MSD 7AL $643.95 http://www.summitracing.com/parts/msd-7330
MSD Distributer $275.97 http://www.summitracing.com/parts/msd-8546

And my math was wrong, its more like $920