Yeah thanks guys. For record, stock points are not going in this car. Pertronix ingnition is going in. My hunch is that there's a full 12 volts running to it but of course we'll check. Either way, with a stock coil and a pertronix ingnition, voltage doesn't matter. If there's 12 we hook a ballast resistor inline. If there's already a resistor wire we leave the ballast resistor out and all is fine. The Pertronix can fire on 9 volts as well as 12. I've been running a coil with buit in resistor with my Pertronix and slammed out a 12.90 at 108 so I'm assuming it's ok. Last time I ran 12v to a pertronix flamethrower coil which is designed for 12v it fried. uzzled:
The 5 wires from the dizzy are on either 2 or 3 connectors depending on the setup. The 3 prong connector closest to the body are red/black/yellow and connect from the cap to the module in the dizzy. Don't touch these at all. The other connectors are red/pink for the ignition and the cap should lable it as Bat+ and then I think green which is the tach signal and is labled Tach. When you swap in the points dizzy it'll have it's own wiring which basically consists of the red/pink wire (which may need to be resisted to 9.6 volts depending on the distributor) and a black ground wire. If I remember right the pink wire goes from the fuse block in the firewall to the positive on the coil and the ground wire goes from the dizzy to the negative post on the coil. There would also be a yellow wire that T's off from the pink wire and runs to the starter to provide a full 12 volts on startup. Some of the aftermarket units will allow a full 12 volts, but some are designed to run on the 9.6 setup so that they can be a plug and play setup. Make sure you read the instructions carefully because 12 volts will fry a module designed for 9.6 and a module designed for 12 may not fire at all on 9.6
Gotcha. But that 3 wired connector that goes from the cap to the dist ain't gonne be needed anymore with the new pertronix unit.
When you pull the distributor the harness goes with it. It's connected from the cap to the distributor. You really don't even have to unplug it. Just unplug the ignition and tach wires at the cap and unhook the vac advance hose. Then undo the hold down bolt and move the hold down piece. After that you pull the distributor out complete.
