Pertronix Ignition?
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Pertronix Ignition?
Anyone using the Pertronix and did they notice a difference from the points setup?
1976 530i. BMW 59 Triumph TR3A(rolling resto). 67 Triumph TR4A(salvageable). 86 900S Winter car
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RonDwyer wrote:Or you could put in the 528i parts. I've used them on every Porsche 914 I ever restored with good results. I have a 528i distributor and ICM that you could consider.
What is the difference between the 530i and the 528i distributor? I've heard that a Pertronix set up solves any wobbly main shaft dist problems.
Those 914's must corner like they are on rails with that 50/50 weight distribution.
1976 530i. BMW 59 Triumph TR3A(rolling resto). 67 Triumph TR4A(salvageable). 86 900S Winter car
Kinda wish i still had one of mine, I would buy a basket case, work it back into shape and clean it up. They sell for stupid money now, no more profit incentive anymore to have some fun.
As for wobbly, if the bearings are bad you will have varying magnet to sensor distances and that wil affect how pertronix operates optimally. The 528i has little metal arms that are sensed, I think they are a little more robust. I'll pull the cap off my spare today and take a picture. Hope I can figure out how to post one here.
Ron
As for wobbly, if the bearings are bad you will have varying magnet to sensor distances and that wil affect how pertronix operates optimally. The 528i has little metal arms that are sensed, I think they are a little more robust. I'll pull the cap off my spare today and take a picture. Hope I can figure out how to post one here.
Ron
Ron Dwyer
Milwaukee, Wi
14 Audi A8L TDI
03 530i
08 F150 4X4
Milwaukee, Wi
14 Audi A8L TDI
03 530i
08 F150 4X4
What's the difference? A lot.canada karl wrote:RonDwyer wrote:Or you could put in the 528i parts. I've used them on every Porsche 914 I ever restored with good results. I have a 528i distributor and ICM that you could consider.
What is the difference between the 530i and the 528i distributor? I've heard that a Pertronix set up solves any wobbly main shaft dist problems.
I'm a big fan of the stock 528i ignition, although some have had the ignition module fail, but I've run cars to very high mileage and no problems. I've also heard good things about the Pertronix too although no personal experience. IMO the factory points setup on 530s is horribly antiquated, even GM who I just despise, went to electronic ignition for smog purposes in '75. Points are horribly wear prone aside from not providing as hot a spark.
Mike W.
1980 528i, 3.5 euro, 5 speed conversion
1981 528i, 3.6, Recaros and more. Project
1998 328is, quick and efficient, but not satisfying
2000 528iit, Vacation mobile/wife's grocery getter
1980 528i, 3.5 euro, 5 speed conversion
1981 528i, 3.6, Recaros and more. Project
1998 328is, quick and efficient, but not satisfying
2000 528iit, Vacation mobile/wife's grocery getter
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So would I be able to just drop in a 528i distributor into a 530i without any other mods?GripGreg wrote:Good picture, Mike.
I feel it should be mentioned, just to clarify, that the top picture is Pertronix & the lower one is standard ignition with points.
1976 530i. BMW 59 Triumph TR3A(rolling resto). 67 Triumph TR4A(salvageable). 86 900S Winter car
The distributors will interchange no problem.
BTW: The top is of the stock 528i electronic ignition, not aftermarket Pertronics.
The full change-over to obtain the benefits of the O2 sensor requires the computer and the harness. Makes everything look stock as well, plus it triggers your tach properly. Plus the original harness has the connector plugs to the distributor and the controller. Not shown is the resistor which I'd buy new anyway. Let me know if you'd like all those parts, I have them in the Oakland CA area. My keeper is full Motronic.
<a href="http://photobucket.com/" target="_blank"><img src="http://i46.photobucket.com/albums/f109/ ... xqhfvx.jpg" border="0" alt=" photo IMG_0656_zpssxxqhfvx.jpg"></a>
<a href="http://photobucket.com/" target="_blank"><img src="http://i46.photobucket.com/albums/f109/ ... dkae5x.jpg" border="0" alt=" photo IMG_0657_zpsxsdkae5x.jpg"></a>
BTW: The top is of the stock 528i electronic ignition, not aftermarket Pertronics.
The full change-over to obtain the benefits of the O2 sensor requires the computer and the harness. Makes everything look stock as well, plus it triggers your tach properly. Plus the original harness has the connector plugs to the distributor and the controller. Not shown is the resistor which I'd buy new anyway. Let me know if you'd like all those parts, I have them in the Oakland CA area. My keeper is full Motronic.
<a href="http://photobucket.com/" target="_blank"><img src="http://i46.photobucket.com/albums/f109/ ... xqhfvx.jpg" border="0" alt=" photo IMG_0656_zpssxxqhfvx.jpg"></a>
<a href="http://photobucket.com/" target="_blank"><img src="http://i46.photobucket.com/albums/f109/ ... dkae5x.jpg" border="0" alt=" photo IMG_0657_zpsxsdkae5x.jpg"></a>
Ron Dwyer
Milwaukee, Wi
14 Audi A8L TDI
03 530i
08 F150 4X4
Milwaukee, Wi
14 Audi A8L TDI
03 530i
08 F150 4X4
Engineers Toast
Gotcha!
Happy new year and may all your problems be in a math book!
Happy new year and may all your problems be in a math book!
Ron Dwyer
Milwaukee, Wi
14 Audi A8L TDI
03 530i
08 F150 4X4
Milwaukee, Wi
14 Audi A8L TDI
03 530i
08 F150 4X4
I have a question somewhat related
I currently have an e3 with and 81' L-jet set up. I'd actually like to revert back to a points distributor using a crane or pertronix ignition. I'm assuming the l-jet injection will work since the ECU picks up pulses from the coil.
I have two reasons for doing this;
Seems to me that the ignition has a a rev limit built in (or is it the ecu?) at about 5600RPM
I think the vacuum advance / retard is causing some random misfires at all RPM's.
Thanks in advance for the replies.
I have two reasons for doing this;
Seems to me that the ignition has a a rev limit built in (or is it the ecu?) at about 5600RPM
I think the vacuum advance / retard is causing some random misfires at all RPM's.
Thanks in advance for the replies.
Re: I have a question somewhat related
There's something wrong with it if it cuts out at that RPM. 81 L jet would have a fuel cut off in the FI ECU, but not the ignition, but that should be in the 6400 range, plus or minus a little. Tachs not reading right are more likely I think. The vacuum diaphragms can go bad, and they are independent of each other, but that will cause problems with timing, not cutting out.73tiiguy wrote:I currently have an e3 with and 81' L-jet set up. I'd actually like to revert back to a points distributor using a crane or pertronix ignition. I'm assuming the l-jet injection will work since the ECU picks up pulses from the coil.
I have two reasons for doing this;
Seems to me that the ignition has a a rev limit built in (or is it the ecu?) at about 5600RPM
I think the vacuum advance / retard is causing some random misfires at all RPM's.
Thanks in advance for the replies.
The ignition control unit can go bad, there are posts somewhere about troubleshooting and repairing it, but I've found the electronic ignition to be very reliable and a hot spark. I had a bad spark plug cable one time, the last inch or so was nothing but charcoal and it still ran just fine.
Mike W.
1980 528i, 3.5 euro, 5 speed conversion
1981 528i, 3.6, Recaros and more. Project
1998 328is, quick and efficient, but not satisfying
2000 528iit, Vacation mobile/wife's grocery getter
1980 528i, 3.5 euro, 5 speed conversion
1981 528i, 3.6, Recaros and more. Project
1998 328is, quick and efficient, but not satisfying
2000 528iit, Vacation mobile/wife's grocery getter