Looking or more guidance - Converting a Points FI distributor to TI

[Brooks R.]

It seems that folks really like the TI ignition systems.

Can a points Fuelie distributor for a C2 car be converted to TI and if so is the process defined and where would a person find the parts?

[Clem Z.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

It seems that folks really like the TI ignition systems.

Can a points Fuelie distributor for a C2 car be converted to TI and if so is the process defined and where would a person find the parts?

try here. http://www.tispecialty.com/

[Robert E.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

Dave Fiedler is the person you would want to speak to. Visit his website at http://www.tispecialty.com/

[Harry S.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

Dave is certainly the guy to use. But, if you are confident that your distributor is in excellent shape (main shaft and gears, etc.), then do the conversion yourself. It's not that hard. My distributor has other issues so I will be sending it to Dave, pricey but worth the price.

[John M.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

I would ask why you want to do this. You'll be spending a fair amount of money to convert from a simple, effective system to a more complex effective system. The original TI systems were designed for high compression, high revving (at the time) engines. Are you going to be racing this car? If so there are newer, cheaper and more effective systems out there.

[Harry S.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

I would ask why you want to do this. You'll be spending a fair amount of money to convert from a simple, effective system to a more complex effective system. The original TI systems were designed for high compression, high revving (at the time) engines. Are you going to be racing this car? If so there are newer, cheaper and more effective systems out there.

John, will the new electronics give a hotter spark than the older TI? I don't know the answer to this but with todays gas I like hotter.

[Timothy B.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

Brooks,

Consider the Breakerless SE switch in place of the points. It's a easy conversion that uses the stock coil to distributor wire and it's easily reversible if you have the car judged. The car will run like it's got new points all the time without any low rpm/idle misfires that are sometimes related to points.

I put one of these on my 67 and really like it. I am not much for changing parts like this but in this case it's a nice addition..

If you decide to upgrade to transistor ignition,$$$$ for what reason, to drive to a car show or go for a ride. Don't the motors with TI have a different suffix number on the pad. If so, IMO there is no gain in car value by spending $$$$$$$$$$$$.

[Wayne M.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

....Can a points Fuelie distributor for a C2 car be converted to TI and if so is the process defined and where would a person find the parts?

Brooks --- a subject similar to this was discussed eons ago, and am sure it is in the archives, if someone wants to devote the hours required.

Suffice to say, there were two stationary pole pieces (magnet & coil) used by Delco for factory T.I. systems. Pic below shows the one for fuel injection distributors (part #1964276). Believe the only difference between this and the pole piece for non-FI cars (#1960779 - sometimes seen on eBay) is the height of the center sleeve [that is the bushing that rotates on center bearing] of the vacuum advance plate. When converting a non-TI fuelie distr. to TI, you have to transfer the taller sleeve.

This was written up in a VETTE magazine article which I have, November 1991. I'm sure Fiedler knows about this.



y

[Duke W.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

What's a "hotter" spark?

Once an ignition system generates enough voltage (about 5-7 KV) for a spark to bridge the plug gap and has enough energy to sustain that spark for about 100 milliseconds there is no benefit to higher voltage or energy. The TI and HEI systems generate a little more open circuit voltage and have about double the per spark ignition energy, which means they have more ignition reserve to fire fouled plugs, but the point systems, in mechanically good shape (tight end and side play and a snuggly fitting wobble free breaker plate) will provide a reliable spark, and if you have reasonable fuel metering and use the proper heat range plug, fouling is not an issue.

Today's gasolines don't require any more ignition energy than sixties blends, but they have less tendency to cause plug fouling because they don't have TEL.

Electronic points conversions offer no more energy. They just replace the mechanical switch with an electronic switch.


Most "ignition problems" are due to sloppy distributors or old, broken down plug wires. The distributor is the most overlooked component on vintage engines and most could use a good "blueprint" overhaul. As long as the shaft bushings don't need to be replaced, it's a fairly easy DIY job.

Remember the old adage: If it works, don't fix it.

Duke

[Bill M.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

I inherited a 914 ('58-'61 FI dual-point) that was converted to TI. I wish it hadn't been converted....

[William C.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

Shouldn't be too difficult to convert back....

[Bill M.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

Shouldn't be too difficult to convert back....

OK Bill, Thanks

[Joe C.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

What's a "hotter" spark?

Once an ignition system generates enough voltage (about 5-7 KV) for a spark to bridge the plug gap and has enough energy to sustain that spark for about 100 milliseconds there is no benefit to higher voltage or energy. The TI and HEI systems generate a little more open circuit voltage and have about double the per spark ignition energy, which means they have more ignition reserve to fire fouled plugs, but the point systems, in mechanically good shape (tight end and side play and a snuggly fitting wobble free breaker plate) will provide a reliable spark, and if you have reasonable fuel metering and use the proper heat range plug, fouling is not an issue.

Today's gasolines don't require any more ignition energy than sixties blends, but they have less tendency to cause plug fouling because they don't have TEL.

Electronic points conversions offer no more energy. They just replace the mechanical switch with an electronic switch.


Most "ignition problems" are due to sloppy distributors or old, broken down plug wires. The distributor is the most overlooked component on vintage engines and most could use a good "blueprint" overhaul. As long as the shaft bushings don't need to be replaced, it's a fairly easy DIY job.

Remember the old adage: If it works, don't fix it.

Duke

Use of high energy coils in the 45-50 kv range using full battery voltage (bypassed ballast resistor) are possible by using electronic triggers rather than electromechanical points/condenser systems which are subject to pitting and wear. These Hall Effect, magnetic field sensing, or light sensing systems enable use of wider gapped spark plugs at .045" - .050" which present a larger and hotter spark "kernel" to the air/fuel mixture. Not only does this enhance more complete combustion, but it also retards plug fouling.

Hall Effect systems are widely recognized as being superior to the others. M & H makes an excellent Hall Effect trigger device, which is "stealthy" in that it uses a single wire from the points to the neg. coil terminal and is the choice for those having their Corvettes judged. Pertronix uses the same principle, although the Hall transducer is powered with 12 volts. This requires the use of 2 wires from the distributor to the coil...............one to each of the pos and neg terminals. This system is made to accept use of either conventional high impedance coils, along with external ballast, or modern, low impedance, non ballasted coils delivering up to 45 kv.

If we strictly adhered to the principle of "if it ain't broke then don't fix it", then our Corvette technology would be stalled at 1965. This line of reasoning sounds diabolically like the religious Christians of the 14th century who imprisoned Galileo for questioning our place in the solar system. Imagine what the world would be like if we had not experienced the Renaissance. If humans never explored their universe, learned, and improved things, then we'd still be in prehistoric times.

[Don H.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

I have the pertronix unit in both of my cars but carry all parts to convert back in case of failure (Bill M - Clup is right, it is not that hard). After quite a few years and many miles I have had no problems. Don H.

[Clem Z.]

Re: Looking or more guidance - Converting a Points FI distributor to TI

dwell extenders work very well as they use a SCR to "close" the points electronically as soon as they open increasing the dwell time . one nice thing about them is if they go bad the car just keeps on running. i used them back in the 60s on race engines turning 7500 RPMs with just a single set of points shimmed to prevent point float