I'm getting ready to rebuild my distributor on my 1974 Panther (uses Series II XJ6 engine). Right now it has points and vacuum retard.
I'm considering a vacuum ADVANCE can and Pertronix ignition module. It has a 15 deg mechanical advance stop. No emissions equipment except for the stock carburetors.
Any experience along these lines? I'm having the tach rebuilt to be compatible with the new ignition.

 

I've heard nothing but good about the Pertronix system. Never tried it myself, tho.

Cheers
DD

 

You will love ditching the vacuum retard. If you don't have a sophisticated strobe timing light. get one. You can read initial advance and just how the timing advances as the engine revs up. You might even want to mess with the stops and weights in the mechanical part to alter how much advance it provides and when it comes in. That slick Panther weighs a lot less than the sedan and the timing can be altered to better suit it's new assignment.

Carl

 

You have a Panther?! Never seen one, but I have had a 1974 Earls Court Motor Show catalogue since 1974, that shows them for sale. I fell in love with that car as a kid.

 

I upgraded my Jaguar 22d6 points distributor to a Jaguar 45de6 from a later model. I also took the ignition amplifier and coil with it and made note of the amplifier connections to the ignition (coil) wires. I set the engine at TDC noted the rotor position and removed the 22d6. Replaced it with the 45de6 with the rotor in the same position. I mounted the amplifier unit directly below the distributor to the trapezoidal engine mount plate where the ballast resistors were (don't need them any more) and wired the amplifier white wire to the coil + terminal and the white/blue wire to the coil - terminal. The other side of the amplifier has a 2 wire snap connector that plugs directly to the 45de6. Hook up the vacuum advance and start the car. Set the timing to 8 BTDC and go. I liked this upgrade vs. Petronic or MSD because the 45de6 was engineered for the Jaguar by Jaguar. You don't have to mess with the vacuum or the tachometer, they just hook up the same way as the stock 22d6.

 

I have a 1976 Panther, which for Jag folks was the first SS100 retro based on all Jag parts and an alloy body, and factory made by Panther Westwinds in the UK. Mine cost twice what a Series III E went for new and has been my favorite Jag (My XK140MC DHC won the NW Regionals in 2013).

The Panther uses a 4.2L stock XJ6 engine from 1976 and mine, being blessed with US specs, has the retard(ed) ignition. I am planning to install a Tune123 computerised distributor and run the vacuum from the rear carb fitting where the EGR vacuum line plugs into the stock ZS carbs.

Has anyone experience with such an idea?

 

ss100,

As I said in my previous post, I converted to a later model SIII distributor. I used the original vacuum port. Its located on the bottom side of the intake manifold. If you are not aware of these ports, there were 4 of them on the bottom side of the intake. 2 smaller connections were for distributor vacuum and anti-runon. Why not use the original vacuum connection?

Steve

 

The Mallory Unilite distributor civilized my series II motor.

 

I ran the Petronix dizzy and Flame thrower coil on my SIII. Loved it, plus it was cheaper than replacing with stock parts.

 

There was a Wheeler Dealer episode where Ed China tamed a lousy running XK engine with a modern ignition.



Forward to 19:33 - where Ed compared the spark energy of the OE distributor with an aftermarket fully electronic unit.

 

I wonder if Mallory is still USA?


An old and honorable name in ignition. A littler known factoid is that Henry Ford
looked to Mallory for the ignition of the 32 V8. The base design was used til 48.
Dual points. Vacum retard. Even the V12's used a version. A good reason as to why those early Fords ran so well. Not easy to service though!!!


I got one for my Hot 32 four banger. never used it, as I veered off to V8 power.


Carl

 

I'm pretty sure Ed used a 123 ignition unit but I wondered where he got it for the price he claimed!

The 123 system looks pretty good on paper but as I've not got any experience on converting Jaguars to modern electronic ignition I'm watching this thread.

I used to convert various cars in the old days by first the older system which reduced the current through the contacts but still left the wear and bounce etc ( not recommended nowadays) then away from contacts with the old Lumenition hall effect types.