Great upgrade for the classics

This unit was advertised as new, but it had signs that it was previously installed. Was dirty, metal was scored, contacts scored. Even had parts fall out of it when the cap was removed. I just put it back in the box and returned it.

This requires a bit of rewiring, but that info is included. It's well worth the upgrade over the original worn out Lucas junk on a spitfire 1500

Nice to not have to worry about setting points anymore. My MGB starts instantly with it.

Loved that this just dropped in and worked really well. If one male blade connector were supplied i wouldn't of have to cut any wires. Great upgrade for 1972 mgb

After purchasing my '79 MGB a couple of years ago, I knew I had a project on my hands. That's ok, as part of the pleasure of owning cars forty and fifty-plus years old is the sense of accomplishment you get from getting them running again, doing the body work, the paint, etc, etc.One of the first things I did was buy a Pertronix LU-147A Ignitor module and install it in my existing distributor. I did the same years ago in both my ’49 Packard and in my ’79 Triumph Spitfire. No regrets.Last week I made a mistake, and left the key on overnight. Full power to the ignition circuit. When I realized what I’d done, I shut it off immediately. I knew that the Ignitor units (not the Ignitor II or III) were prone to failure if left on in this way.The next afternoon, I restarted the car and all seemed good. Sunday morning I drove it to church. No prob. Sunday night I was pulling out of the driveway and BAM. Nothing. Cranked but wouldn’t fire.Fears of having damaged the Ignitor aside, I saw that I had (a) no spark, and (2) that the voltage on BOTH sides of the coil was 12V. Bad Sign. I’d bricked the Ignitor for sure.I decided to buy a Pertronix D176600 distributor this time, and avoid any issues with worn parts on the old Lucas unit. That’s the item I’m reviewing here. An odd thing – if you go to the Pertronix website, filter for MGB and look at the compatible products, this distributor is not listed. None are. I think that’s a website error, but what do I know?To install, you must do a few things: (1) Be SURE the #1 cylinder is at TDC AND on compression stroke. The easiest way to do this is to pull the #1 plug, be sure the piston is in the UP position, and that the crank pully is at TDC. Then you’re good. a. I didn’t do that the first time. That is, I checked TDC for #1, but didn’t check for the compression stroke. It actually ran, but badly. The tach didn’t work, and the fumes made my eyes burn. I was 180 degrees out of phase. So don’t do as I did. (2) Make sure the distributor sits within the clamp that you use to tighten it down when you’ve got your timing set. That’s a 7/16” nut by the way. Tricky to get to, but doable. a. This was a problem. The new distributor rested on, but not within the clamp. It didn’t fit. b. Sparing you the 90 wasted minutes, I eventually had to remove the clamp from the engine, spread it on my vise, and mount it on the distributor before actually reinstalling. c. Once reinstalled, I then had to tighten the two 7/16” bolts for the clamp back onto the engine block. That was no pleasure, I assure you. But there was no way I could get it properly lined up any other way. d. Those clamp bolts can be done by starting them with your fingertips, then bit by bit tightening them back down. Took a while, but then it was done. (3) That done, I set my timing to about 14 degrees. My idle is a little higher than I like, but I can revisit that and take care of it next week.All In all I’m happy with the performance. The two reasons I rated it at four, not five, stars are: (1) The difficulty of installation with the fitment of the existing clamp. (2) The fact that this is still the old Ignitor system that is prone to failure if I ever mistakenly leave the key on again.I do, however, recommend the unit. It performs well. If I don’t make any more dumb mistakes I expect it to outlast the car.

No more setting points or messing about with cold wet starts!

Used as a replacement distributor for my 1972 MGB. Works awesome

71 MGB

Worked perfectly. It does have two wires, instead of one like original. My land Rover was running very rough and I couldn’t get timing correct, one of the tabs inside that hold the advance weight springs was broken. This mounted easily and was very complete. The Land Rover fired up perfectly ran really good, set timing and it’s great.

An absolute necessity if your updating your Brit's ignition.( MGB ).As indicated, Plug and Play. Excellent quality.

This is my first review, normally I can not be bothered. in this case I was that impressed with the results I felt I had to. I did have to make some modifications. The key on the shaft was set up for the 59d (super skinny slots) I was able to remove the key from an old dizzy and drill the pin hole a little bigger. I also had to cut about 1/4 inch off the shaft. this is not the fault of pertronix, just the way s**# goes. anyway after making the modifications, pairing it with the 3 ohm coil, bosh plugs and ngk wires. my 998 A+ fired right up and is running great. the vacuum seems really responsive. time ill tell on this one but on initial impression, I am very pleased with this item. The cap does seem a little cheap, but it can be swapped with a lucas cap if it does ever fail.