Firstfives.org

Anyone using the Pertronix and did they notice a difference from the points setup?

At least maintenance should be less frequent.

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.

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.

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

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.

What's the difference? A lot.





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.

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.

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.

So would I be able to just drop in a 528i distributor into a 530i without any other mods?

I believe there's more to it than that but, I'm not sure.
The big dawgs will chime in to help you.

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.



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My bad Ron!! That's what I meant! Thanx.

Gotcha!

Happy new year and may all your problems be in a math book!

I placed them some 5 years ago and work since just fine

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.

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.

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.

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.