Delco 1115006 Transistor Ignition for Points Distributors

[Richard M.]

A few months ago I had the opportunity to get a close look at this Delco 1115006 "Contact Controlled" transistorized add on system designed for points distributors. Fellow Member Mike E surprised me when it came in the mail, after he first sent me a email that "something was coming for you to tinker around with". Thanks Mike!

It was a GM over the counter item for Passenger cars/trucks, designed to work to extend points life and yield better spark. I suppose this could have been used for Corvette as well.

Here is what it looked like boxed up(web file photo). List price was around $88 in the 60's. Somewhat pricey back then.
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Note that the AMP case is identical to the Corvette TI 1115005 module, designed to be used with the specialized TI pulse driven distributors using the magnetic pickup methodology.

Here are some closeups of the unit. Part# stamp and unique label.
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Inside case after removing the back cover. It appears to use the same circuit board as the 1115005 TI systems, with less devices populated. Likely cost savings.
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Circuit board removed. Positions for 2 transistors, but only one used.
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Output transistor. Bendix also supplied electronics to Delco. Part # 1960632. Date code 4D1 = April 4, 1971. The 1960632 was replaceable and listed for around $30 back then. Note the ground plane/heat sink plate is the same used for the 1115005 TI system too.
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After I was done investigating I hesitantly() sent it back to Mike.

Rich

[Dave S.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

Rich,
Very cool item. As I recall the Delco Remy coil in that kit was a #176 which should be the correct assembly line coil for a 1964 Corvette with TI.

[Richard M.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

Dave I believe it came with a 207.

Look HERE for a very detailed dissertation on Delco Remy Ignitions. Great read.

It shows a 207 coil in the component layout, after the paragraph.....
Here is the training brochure for the operation of the mag-pulse distributor and ignition amplifier,
as well as a component layout for proper hookup:
EDIT- No the above is for the mag pulse TI. I was wrong.

It doesn't show the coil# in the CC TI instructions, just "Special Ignition Coil"

Zoom in on this photo of the instructions.... HERE

Rich

[Dave S.]

[Richard M.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

Dave, Yes, after I posted I realized I noted it wrong. I edited it. It shows the 207 for the mag pulse TI in its instruction sheet.

Mike only has the module, not the whole kit.

Rich

[Richard M.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

I tried to find the GM Part number for the Contact Controlled TI kit pictured in Post#1 but no luck.

If anyone can find it please post it. Likely in a period Accesory Catalog.

Rich

[Duke W.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

I bet Joe Lucia can find it.

I recall seeing aftermarket contract triggered TI systems back in the day, and even considered buying one due to my SWC's 340 HP ignition often breaking up well before redline. I never knew GM offered such a system OTC. I finally bought the TI system off the '67 "12-mile" L-88, and installed it. It worked great or didn't work at all, with no warming. The first no start condition that occurred at my apartment while I was at the U. of Wisconsin Engine Reserach center in 1970 turned out to be a lead from the main transistor that's mounted on the heat sink breaking away from the circuit board. I stuck it back in the via, added a drop of solder and voila!

The next failure was in 1975 even after being in storage from late '71 to early early '75. It was a no start at a friend's house, so he drove me home where I picked up my now "blueprinted" original single point distributor that I had tested on a Sun machine to 3500 (7000 crank revs). I removed the mag pulse distributor, installed the single point and drove home.

Later I set up the TI system on the bench, and using a spare battery and electric drill to spin the distributor found exfoliation corrosion on the amp connector. I was an easy fix. The system sat in a box for the next 13 years until I sold it to David Burroughs to install back on the infamous L-88 from whence it came that he owned at the time.

I've always been a strong advocate of the single point system, and I don't understand why people want to install a "black box" that can fail without warning, which rarely happens to points. They usually give you plenty of warning. The single point system is simple, reliable, and easy to maintain, but there are two main problems. The first is that most were sloppily assembled like way excess end play, and the second is that other than points, condenser, cap and rotor they rarely receive any deserved attention. A "blueprint overhaul" with an appropriate set of points for the engine's RPM range will do wonders.

The problem with mine was a sloppy breaker plate that caused it to wobble at high revs, which dropped the dwell angle enough to cut spark energy to the point where there was no spark. It also had the usual sloppy end play that caused a lot of spark scatter.

I've documented all the above in Restorer articles, this web site, and the Corvette forum in threads I started.

I've got a question regarding the circuit diagram in the first photo. Let me preface it by saying that these contact triggered TI systems reduced point current substantially, like from and average of 4 to only 1 amp, since the points simply triggered the main transistor with the low control current, and the TI amp provided current to the coil, which could be greater than with only points.

The diagram shows two ballast resistors, one from the ignition switch to the amp and a second from the coil negative terminal to ground. I assume that this second ballast is what helped cut the point current to a low value. Correct?

Duke

[Mark M.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

Richard, I have a complete set here. The box has 1964342 and u-2100. It do's have a 176 coil. Hope this helps

[Richard M.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

Richard, I have a complete set here. The box has 1964342 and u-2100. It do's have a 176 coil. Hope this helps

Mark, Great, Thanks. So with that part# I found more photos online.... HERE

And it shows the #176 coil too. Dave..... Good! You were right!
I read a telltale is the 4 holes at the posts.
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[Richard M.]

Re: Delco 1115006 Transistor Ignition for Points Distributors

.
.
.
I've got a question regarding the circuit diagram in the first photo. Let me preface it by saying that these contact triggered TI systems reduced point current substantially, like from and average of 4 to only 1 amp, since the points simply triggered the main transistor with the low control current, and the TI amp provided current to the coil, which could be greater than with only points.

The diagram shows two ballast resistors, one from the ignition switch to the amp and a second from the coil negative terminal to ground. I assume that this second ballast is what helped cut the point current to a low value. Correct?

Duke

Duke,

Here's a better diagram in the kit below to see easier .... Sorry it's so big. In the description it talks about Figure 2, but it's not seen on the pages in the link. The resistors R1 & R2 discussed are on the circuit board. R1 is used to limit the current to the transistor.

I'm unsure why the designers put the ballast resistor on Coil-. They used the same ballast(via a resistor wire) on Coil- on the 64-65 TI(mag pulse) systems also. In 66-71 the put the ballast on Coil+ and Coil- was hard grounded. Clearly they discovered a good reason to move the ballast resistor wire over to Coil+. EDIT- Added diagrams below.

EDIT- Thinking about ballast on Coil- a bit more.... Didn't think clearly last night. It's obvious to me now after coffee. The coil needs external ballast, so for some reason the designers felt best not to put it on the output transistor circuit, it had to go somewhere. Current flows positive to negative, so it would still be effective to control the coil current, via the negative current path
Eventually, maybe along with coil design/spec changes, it was decided to move the ballast over to the Coil+ circuit path. All speculation but could be why.

For reference, I believe the ballast resistor at the Ignition power to the AMP/PU Coil on the TI(mag pulse) and the CC TI systems to keep voltage under a certain value when the Alternator goes to full charge/high voltage(14+), to protect the 12 volt electronics in the AMP.

64-65 TI
64-65_Diagram.jpg


66-71 TI
66-71_Diagram.jpg

Rich