Electronic ignition?

When I order my speedster, I plan on going with electronic ignition. Seems to me most folks here still use points?
Are there any cons with going with electronic ignition that I should be aware of?
Thanks!
Bugs

The only one I can think of is that if the unit fails, you are dead in the water, but that is unlikely. It can happen, as some on this forum have experienced a failure. I think that the pros outweigh the cons, unless you really enjoy setting points over and over again.

Go with a simple electronic setup, say a Pertronix Ignitor II (the new one) in a Bosch 009 distributor, and add a "Scorpion" CD ignition from John Connolly at Aircooled.net (I think it is guaranteed for life, get the one that works with an electronic tach).

For roadside failures, if the Scorpion fails you can switch the wires back to just running the Pertronix II; if the Pertronix II fails you can install a spare or replace it with points/condensor; if the coil fails you'll need a spare coil.

Sounds like electronic ignition is the way to go. I don't miss setting points anymore at all. I thought those days were long behind me when I sold my '78 VW Scirocco years and years ago, and I'd like to keep it that way! :-)

I've run the CompuFire unit for two years on two engines, with zero problems. The only way to fly, pointless? Nah, Priceless. I carry points as a back up.... noooo biggie.

Jim

Just a thought. Both Jake and John Connolly (aircooled.net) rave about Mallory distributors. Jake says his before and after dyno tests confirm it makes bolt-on HP. (I think he said it added 10 HP, but don't trust my memory, but more importantly when you set your timing it is set and doesn't bounce around.) John says the Mallory with vacuum advance will get you an extra 5 mpg. John also suggested I get the Mallory CDI, which I did. BTW, the Mallory distributor ain't cheap but worth it in my mind. Go to John's site and read about it if interested.

I use an MSD ignition box (MSD 6AL) with a built-in rev limiter, MSD blaster coil, MSD distributor on a 2176. Excellent setup and the rev limiter is a good feature if you are running a high performance engine.

If you run a Bosch distributor you can buy a Porsche rev limiting rotor (Bosch) - there is one for 6,500 RPM, one for 7,100 RPM, etc.

The Bosch system is a good one. But for me, the beauty of the MSD 6AL setup is you have rev limiting chips that are very easy to change... 3000, 6000, 7000, and 8000.

Also, a note about electronic ignitions in general... just about every one is going to result in improved fuel efficiency, not just the Mallory.

(Message Edited 1/7/2003 1:08:52 PM)

At the aircooled.net homepage John has some very helpful technical articles on various subjects, including but not limited to ignition options, distributors, etc. He is an engineer by training and is totally involved with air-cooled cars. His articles are good.

Mallory all the way.

I have never found a distributor that is more user friendly, delivers more accurate spark and all without any external boxes and junk to break or short out...simple is the key.
It is not uncommon on my dyno to increase power by 20% below 3,000 RPM by just setting the initial advance higher and changing the advance rate..

Jake ,On your 2056 Massive 4 C ,would you go all machinal or both machinal and vacum advance on the Mallory It is a bit pricy, but with all the aftermarket stuff out there ,You ARE buying more than a name.

Jake is generally right about an increase in HP with that setup along with a good engine build and proper octane rating... but it really won't make that much difference because who drives consistently at speeds less than 2500-3000rpm?

Actually, I try to keep it between 2-3000 cruising between stoplites here in N.Va. Most of my driving is done below 60 mph due to traffic congestion. Sometimes I get lucky.
ed

Ed, it's best to keep the revs up over 2,500 RPM on air-cooled VW engines.

Huh? Never heard that before. I've got a lot to learn about air-cooled engines.
ed

Go read the new VW Trends. They have an article on electronic iginition. Somewhere I read that the optimal fan speed on an aircooled engine was something like 3200 RPM. Classic thinking is that the motors build their power in higher rpms.

"Jake is generally right..."? Say what?

Hmmmm. What he does is work six days a week, full-time on air-cooled engines. This is what he does. He didn't start anything with his comments here.

Uh, if Jake was offering his opinions on web site engineering (say for example @ the Kennedy Center) I would venture that Jake is a bit out of his field of expertise.

I am not defending Jake but for my two cents we are lucky to have a pro making house calls here. I welcome other professionals to visit and share their experience.

If the poster has some comments, I would welcome his input to me directly.

John of aircooled.net does a nice job describing the mallory, fully adj mech advance and vaccum adj too. That will go into my wish list file for the next eng. But for now, the 73 t1 #205 dizzy/compufire unit, with the MSD 6a is working. Sence the change from my 009 (+ the rest), the gas milage has improved around town from 13 mpg to 17 mpg on boost. Have not had probs with pre-ignition, and believe hiway mpg will probably be improved too, but haven't been there yet.