While electronic ignition systems provide reliable and consistent engine performance, they come with a few notable drawbacks. The primary disadvantages include high initial costs, complicated DIY troubleshooting, vulnerability to electrical failures, and reliance on replacement parts.
For most consumers, especially those looking for a low-maintenance, reliable solution, electronic ignition is the better option. It offers more precise control, increased reliability, and better engine performance.
An electronic ignition module typically lasts between 100,000 to 200,000 miles (or roughly 7 to 15 years). However, in classic vehicles upgraded from mechanical points, aftermarket electronic kits (like Pertronix) generally last 5 to 10 years, depending on driving habits, wiring quality, and heat.
A bad Pertronix Ignitor typically causes a no-spark condition, intermittent stalling, or a total failure to start. Key signs include a wrinkled or cracked epoxy sticker on the module, indicating overheating, and a failed bench test using a voltmeter while rotating the magnet sleeve.
Electronic ignition generally replaces the mechanical breaker points and condenser inside the distributor, not the entire distributor assembly itself. It upgrades the distributor to use an electronic pickup (like Hall Effect sensors) for better reliability and performance, eliminating the need for regular tuning, while keeping the cap and rotor to distribute spark.
Electronic ignition is more energy-efficient and modern, while standing pilots are reliable during power outages and cheaper to repair. Electronic systems, common in newer furnaces, only light when needed, saving gas, whereas standing pilots burn continuously.
High energy ignition, also known as H.E.I., is an electronic ignition system designed by the Delco-Remy Division of General Motors. It was used on all GM vehicles, at least in the North American market, from 1975 through the mid-1980s.
Yes, Pertronix ignition systems are highly regarded and widely considered an excellent upgrade for classic cars. They replace traditional mechanical points and condensers with a reliable, maintenance-free solid-state electronic system, while hiding completely under your stock distributor cap to maintain a factory appearance.
Age and Normal Component Wear Ignition control modules typically last 100,000 to 200,000 miles, but age eventually takes a toll. Repeated thermal cycling (heating and cooling), vibration, and the general degradation of electronic components over time cause the module to fail, especially in higher-mileage vehicles.
Ignitor II and III
The Ignitor III takes the features of the Ignitor II even further with the addition of a multi-spark feature and a digital rev-limiter built into the module. At PerTronix, we call this ignition box performance without the box.
At any rate, with the Pertronix distributor and coil reinstalled, the car starts quite a bit easier, and I no longer need to worry about points breaking off or closing up. And I have a whole known-good spare distributor.
Common electronic ignition issues:
Bad wiring or outlets: Electronic igniters can suffer from the same troubles as any electric system; crossed wiring at the junction box or issues with the outlet powering the ignition can cause it to stop working.
No, you generally do not need a ballast resistor with a Pertronix ignition system. In fact, most Pertronix Ignitor modules require a full, uninterrupted 12-volt power source to function correctly and prevent unit damage.
The FuelTech FTSPARK is an extremely high energy Capacitive Discharge Ignition (CDI) system designed to meet the highest spark requirements for racing. Developed for high horsepower combinations and tested proven on 5,000+ horsepower engines!
No, it's not necessary to replace all coils every time you do a plug change, especially if you're dealing with a defective one only. If your spark plugs don't look too worn but your car is misfiring, you could simply change the coil pack on the misfiring cylinder.
With no mechanical parts to wear out or become misaligned, an electronic ignition system can provide consistent ignition timing for the life of the vehicle. This can result in improved fuel efficiency and overall engine performance.
An ignition module (also known as an Ignition Control Module or ICM) replacement usually costs between $𝟑𝟎𝟎 and $𝟗𝟎𝟎 for parts and labor combined. This breaks down to roughly $𝟖𝟎 to $𝟒𝟎𝟎 for the part itself and $𝟏𝟓𝟎 to $𝟓𝟎𝟎 for professional labor.
Yes, in many cases you can—and it can save you hundreds of dollars compared to replacement. However, the right choice depends on your vehicle's age, the type of failure, and your comfort level with electronics. When in doubt, consult a certified mechanic or ECM specialist.
Testing an electronic ignition module (ICM) involves verifying that it receives power and successfully generates a pulsing signal to trigger the ignition coil. The fastest way to confirm a failure is by testing for spark at the plugs, checking for 12V power to the module, and checking for a pulsing ground.
Check the sticker on the backside of Ignitor "Ignitor by PerTronix." If the sticker is shrivel up, wrinkled or if you see any cracks or burn marks on that side of the Ignitor the unit over heated and failed due to high current flow.
Electronic ignition is generally considered superior to traditional points for most users, providing better reliability, stronger spark energy, and significantly reduced maintenance. While points require frequent adjustment and replacement due to mechanical wear, electronic systems offer a "set it and forget it" solution, improving starting, idle quality, and fuel efficiency.
PerTronix manufactures the aftermarket's finest ignition products for enthusiasts who want to upgrade the spark in their system resulting in a noticeable gain in horsepower.
There isn't a single "crappiest" car, but automotive journalists and enthusiasts generally agree on a few infamous contenders. The ultimate winner depends on whether you value engineering failure, abysmal safety, or sheer lack of drivability:
When shopping for a used or new General Motors vehicle, the engines generally to avoid are those notorious for severe oil consumption, timing chain failures, and cylinder deactivation issues. Avoid the following:
The least stolen cars are ones with bright colours such as orange, green, yellow, and pink. This is because they're uncommon, easy to notice, and hard to sell. Car thieves tend to go for vehicles in common colours, such as white, grey, and black. This is because they have a higher demand, making them easy to sell.