PerTronix 1162A Ignitor for Delco 6 Cylinder with Vacuum Advance
Score By Feature
OveReview Final Score
Product Description
Questions & Answers
There are a lot of things to consider, such as whether you're still using 6 volts, whether you're using negative or positive ground, and so on. Although this kit works with some Delco distributors, it does not work with all of them. Verify the number you require on the Pertronix website. And, if something isn't quite right, call their tech support line, which is extremely helpful.
I'm running mine on a GMC 292 1972, so it should be fine. The screws on the points were stripped, which was the only issue I had.
It depends on what you're using it for; I'll need to know what you're doing with it. dixtr4
THE BOAT IS A 1966 MODEL WITH DUAL 165 HP MERCRUSER MOTORS THAT ARE 250 INLINE 6 CHEVYS AND WORK EXCELLENTLY.
Selected User Reviews For PerTronix 1162A Ignitor for Delco 6 Cylinder with Vacuum Advance
It took me an hour and a half to install this with the help of a friend who had one installed in his boat ten years before. I installed it in my 1973 Reinell, which has a 250cc straight six engine and no vacuum advance. We've had the boat for 29 years, and setting the point gap and dwell for maximum performance has always been a challenge. I chose this product and am pleased with the outcome. Because the boat now starts differently (faster), I'm having to learn how to start it without flooding it all over again. The motor now runs much more smoothly, with no sputters and only purs. One minor snag was placing the black magnet over the shaft. There was never enough clearance for the rotor in the cap because it kept getting too high. Finally, we placed a deep socket over it and gently tapped it to get it all the way down and seat, ensuring that we were at the correct height. There wasn't much about it in the instructions. I was very pleased with the performance!.
Four of our older cars are equipped with PerTronix electronic ignitions. They've all been simple to install and have resulted in increased performance, power, a smoother idle, and the convenience of not having to worry about setting the points and dwell. This kit (1162A) was installed in a Chevy medium duty truck with the I-70 engine. I installed this electric ignition after replacing the plugs, wires, cap, and rotor on a 6 250 engine. I tweaked the timing and carburetor a little, and it's now running and idling like a dream. I haven't driven enough miles to see if there is any improvement in MPG. One change is necessary (this is the first time one of the kits I've purchased has required this). At the point where the two wires exit, the distributor cap must be notch. I created the notch with ease using a high-speed rotary tool. Put the cap on, making sure it was snug but not too tight around the rubber grommet. Aside from that, it's a simple plug-and-play installation. The product is of good quality, and the instructions are clear and concise. The best part is that you keep the stock distributor and have the option of dropping the points back in the event of a failure. Upgrading is well worth it.
The ring split as a result of this, and all of the magnetic pieces that had been installed fell out. br>br>It's a waste of money!.
It went together without a hitch, and the instructions were simple to follow. The engine is in perfect working order and starts much more easily. The coil did not need to be changed. It's been on for at least three months and is still going strong. Get rid of your points! I couldn't find it for less on the internet, and it was significantly less than the local parts store.
My 1967 Chevy van now has a Pertronix Ignitor model 1162A installed. It's powered by a 250 cubic inch straight six that was salvaged from a similar-looking vehicle. Chevy, 1978, was an older model. br> I only installed the Ignitor module; the spark plugs, plug wires, rotor, and coil were all left alone. I do, however, own a Bosch "Blue" coil and self-cleaning system. silicone copper 8mm- Wires for the core plug have been installed. The Ignitor was installed simply to eliminate the points and condenser, which have become increasingly expensive. The van is unrestored but well maintained, and has been in continuous use since new, primarily during the summer since I have owned it. It now gets around 3000 miles per year, on average. br> Installing the module in the distributor was a breeze: the breaker plate with the points is removed with just two screws, and no disassembly of the components on it is required. The cutting out of the slot in the distributor cap for the wires to the coil is the only part of the installation that requires special attention. I took advantage of a high-quality camera. With a steel burr and a speed grinder, I beveled the edges of the grommet so there were no sharp edges to cut into it. If Pertronix could provide a stick-based controller, that would be great. Use the template as a guide to determine the exact size and shape of the cut-out. It needs to be out. What would be even better is if the breaker plate and wire grommet were designed to exit through the same opening as the OEM primary wire. This, of course, would necessitate some re-engineering. It would also be more expensive to manufacture due to the complexity of the engineering. I cut the slot with a second cap and then transferred the plug wires one by one, making sure they were in the right places. The slotted cap could still be used if you needed to replace the original breaker plate, and the point gap and timing would be close to perfect. br> The engine fired up almost instantly, which surprised me. The timing was off by a few degrees, and while correcting it, I discovered that the vacuum advance was broken. That was corrected, and the timing was returned to factory settings. br> I've signed up for two fifty-minute appointments. mile drives, as well as two 250-mile drives drives of a mile The engine runs smoothly, and partial throttle acceleration is much smoother and more effective than it was previously. However, I believe that correcting the vacuum advance operation, rather than the Pertronix module, is more important. That said, it appears to be doing its job, as there have been no misfires or backfires. I haven't determined whether or not fuel mileage has improved, but it is at least as good as it was previously. The only thing left to see now is the unit's dependability and longevity, which, as you might expect, is critical for someone who has driven a vehicle for nearly four decades.
I purchased several of these units, and according to the manufacturer, they will not burn out. br>I've had two of them fail on me so far. The first one, I assumed, was simply a matter of luck. br>This one has been substituted. It has now succumbed as well. br>I wish I could return this one and receive a refund. In my 66 Pontiac, I went back to the points.
This was an outstanding performance. In my 1969 Chevrolet C10 4, I installed this ignitor. On the night of my wedding, my points ran out, and the getaway truck wouldn't start, and we had to abandon the wedding. The installation of this ignitor was simple and quick, and the truck now cranks faster and runs smoothly. For a stronger, hotter spark, widen the gap between the spark plugs a little. Anyone looking for a low-maintenance, quick, and easy alternative to points ignition should consider this.
Installing it was a breeze. This is a purchase you will not be sorry for.
Related Products For PerTronix 1162A Ignitor for Delco 6 Cylinder with Vacuum Advance
