Hi All,
In the Pertronix FAQ section, you will see:
“What type of spark plug wires can I use with your Ignition systems?”
Its very important to verify that your spark plug wires are compatible with the ignition system, or any on-board electronics in general. Solid core wires have
a copper or stainless steel conductor and generate excessive Electromagnetic Interference (EMI). This EMI can create confusion with electronics and ultimately damage them. With all PerTronix ignitions we recommend that a suppression style spark plug wire (also
called carbon core) be used. The suppression wires do an excellent job of controlling the EMI with no degradation to the ignition performance.
If, you don't know how to identify the type of wire on the engine. Here's a articular written by our friends at Hot Rod Network showing pictures of the different wires. It
should help with figuring out the spark plug wire being used on your engine. Keep in mind PerTronix ignitions need carbon-suppression, or spiral-wound wire:
https://www.hotrod.com/articles/1006rc-ignition-wiring/
Dennis Williamson
Manteca, CA
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From: Chrysler300@xxxxxxxxxxxxxxx <Chrysler300@xxxxxxxxxxxxxxx>
On Behalf Of John Grady jkg@xxxxxxxxxxxxxxxxx [Chrysler300]
Sent: Thursday, October 29, 2020 7:16 PM
To: Ray Melton <rfmelton@xxxxxxx>
Cc: Chrysler 300 Club, Int'l <chrysler300@xxxxxxxxxxxxxxx>
Subject: Re: [Chrysler300] Pertronix IMPORTANT CAUTION!
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i thought the original 57 at least wires were resistor wires ? carbon type ? actually ok if not pulled on ?
i say that as way back , I had misguided idea ( from an “ expert” ) that copper was better and I made a set of Packard 440 wire ( copper ) for my 392 using the beautiful early hemi white porcelain insulators .
then the question of resistor plugs or not ?
the thinking at the time was the “ wires lost power , a step back “ but today we know they are about 20 k ohms ( varies) and with 20 kv an amp can flow . ignition corrects are in 50 milliamperes range ,so ohm drop is not an issue .Carbon
wires are more effective at RFI reduction than a spiral . But can break .. easy test with ohmmeter .
A hemi with copper wires was probably a period “ upgrade” —- like I did .
that said , = good info re pertronix . i have in general kept points . The 300 records were all set with points . And — yes, they are difficult to set , have to have a dwell meter imho . But then ok for 10-20 k miles . easy to check in
a minute with dwell meter Problems today in my experience are more likely the junk chinese capacitors with black rubber cone and black wire . So, save the mopar ones with copper strap . they are almost never bad.
interesting thing .... thank you Ray
Sent from my iPhone not by choice
Hello Group -
During restoration of my late father's 1957 300C, I installed a Pertronix Ignitor II electronic conversion kit (no more miserable-to-adjust points in the inaccessible distributor!) along with their "Blaster" 0.6 Ohm 45kV coil. Pertronix instructions say
their unit wants a steady 12 volts, not the reduced voltage from the ballast resistor, so I just filled in the backside of the original ceramic ballast resistor with solder (no a NO-resistance resistor!) so it gets constant 12 volts while maintaining completely
stock appearance. I also wanted to use modern stainless steel spiral-wrapped plug wires for RFI suppression to get best sound from the radio and Highway Hi-Fi; I had to have those specially made because those wires are not ordinarily supplied in the original
black color and 7mm size to fit into the long spark plug connectors (but there are lots of 8, 9, 10mm diameter SS-spiral-wrapped wires available in gaudy red, blue, yellow, etc.). The new setup looks perfectly stock and works very well, especially when coupled
with modern fine-wire Iridium-electrode spark plugs (long life and foul-resistant) - usually starts within 1/2 second! The starting and running have been quite reliable for the last two years.
HOWEVER, It turns out that my combination of ignition components may have been serendipitous....... I just now talked with the Pertronix Corporation about an application for one of my Porsches, and learned some startling information about their
products, which may have great impact on the reliability of the conversion! It turns out that the Pertronix kit is
NOT electrically compatible with the usual copper-core plug wires we are accustomed to; the representative cautioned me that their unit will usually fail within two years or less because the RF interference
from copper-core wires will FRY the electronics!! That plug-wire incompatibility is NOT mentioned in their installation instructions - Maybe that is why we have long heard about spotty reliability from the Pertronix conversions! I told the rep that the
failure to highlight that admonition regarding plug wires in their instruction was a major oversight on their part and was probably hurting their reputation because of reliability experiences. He agreed and said he would forward that recommendation to upper
management.
BOTTOM LINE: The Pertronix factory says: DO NOT USE
the usual copper-core wires with any Pertronix conversion unit!! I had my special-order black 7mm RFI-suppressed bulk plug wire made by Kingsborne Wire Werks (www.kingsborne.com)
800-642-0375, and also bought their distributor-end terminals to fabricate my own set of custom-length plug wires. They were reasonably priced with quick turnaround.
Ray Melton Las Cruces, NM
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