I have always thought that the open back resistor was used with original points ignition, and closed back was used with electronic distributor. Right or wrong?
The Old MOPAR Curse....
- Thread starter bob32268
- Start date
Nope your a year off. 1972 on some cars. 1973 all mopars. I was a young mopar tech back then and went to the first schools on the new electronic mopar ignition. Read up on it or google it..
Read that the high performance cars got the electronic system in 72 and then all Mopars got it in 73. Bought a 72 Challenger in 74 and it had electronic....a 340 car.
I always carry
Could swear it started in 72 and on 340 motors
Vaanth
Well-Known Member
Chrysler’s point ignition replacement electronic ignition, first appeared as a running production change after May 6, 1971 on 1971 A-bodies, B-bodies, and E-bodies with 340 engine and manual transmission (Ref. Technical Service Bulletins 71-8-8 and D71-8-9), and introduced the four-terminal, dual ballast resistor, part number 3656199 and Electronic Control Unit (ECU), part number 3438850. The same type of coil, part number 2495531, et.al. as used with the points system, continued in production with the ECU.
In 1972, electronic ignition was extended to the following applications:
In 1973, electronic ignition became standard on all domestic Chrysler vehicles. The speed limited ECUs were dropped from production. ECU part number 3656900, with gold heat sink and a white paint dot, replaced earlier ECUs as Chrysler improved the circuitry for better cold starting in low temperature conditions.
FYI...
In 1972, electronic ignition was extended to the following applications:
- Standard on 1972 A-bodies, B-bodies, and E-bodies with high performance engines.
- Standard on 1972 Imperials
- Standard on 1972 California C-bodies with 360 two barrel, 400 two barrel, and 440 four barrel engines.
- Optional on 1972 non-California C-bodies with 360 two barrel, 400 two barrel, and 440 four barrel engines.
- Optional on 1972 Dodge light trucks and compact vans, starting in January 1972.
- Standard on 1972 motor home 318-3 and 413-1 engines starting in June 1972.
In 1973, electronic ignition became standard on all domestic Chrysler vehicles. The speed limited ECUs were dropped from production. ECU part number 3656900, with gold heat sink and a white paint dot, replaced earlier ECUs as Chrysler improved the circuitry for better cold starting in low temperature conditions.
FYI...
Vaanth
Well-Known Member
The Chrysler ignition ballast resistor used in the 1960s through 1972 for point systems, part numbers 2095501, 2196316, or 2275590, is also an open back, ceramic power resistor. This ballast resistor measures 0.5 - 0.6 ohms af 70-80 degrees Fahrenheit and has specific, expected thermal design properties.
The primary, or compensating, side of the dual resistor, part number 3656199, used with 1971 through early 1975 electronic ignition is the same type as the earlier point systems with an open back, ceramic housed, wire wound nominal 0.55 ohm resistor. The resistor performs the same thermal adjusted coil current/voltage stabilization as well as limiting the current through the power transistor of the ECU, protecting it, similar to the same action with points.
In later 1975 production, Chrysler adjusted the primary resistance in the dual ballast resistors to 1.25 - 1.5 ohms and also encased the resistor reducing the thermal action as part number 3874767. The effect of current limiting based on engine speed and temperature variation was lessened to a shorter effective range. Although the actual resistance specification changed, much of the literature specification did not.
In 1980, Chrysler revised the five pin electronic control unit (ECU) to remove the external auxiliary resistor connected to the fifth pin of the ECU. The resulting new two terminal ballast resistor (part number 4106340, 5206436, et.al.) is 1.25 ohms ( 1.12-1.38 ohms) for the primary circuit to the coil. The new ballast resistor eliminated the metal bracket and had a mount molded into the ceramic housing.
Initially, the aftermarket followed Chrysler's design for ballast resistors, but began substitutions and changes, as did Chrysler itself by specifying later four terminal and two terminal resistors with later resistance values for the earlier versions. Literature specification, including Chrysler documents and later specifications can vary. Some substitutions or changes for open back versus closed back have also occurred, although typically, 0.8 ohm or less is open back. Also physical changes, such as the molded mounting hole versus the metal straps, or different straps have been made.
Summary of Chrysler Production and Performance Ballast Resistors
| Part Number | Usage | Terminals | Ohms | Notes |
| 1689336 | 1957 - 1959 | 2 | 0.5 | Screw terminal block and pigtail. |
| 1889545, 2010000, 2095262 | 1956 - 1961 | 2 | 0.5 | Metal case. Terminals: one spade, one screw. |
| 2095501, 2196316, 2275590, 4106140, CH-452 | 1961 - 1972 | 2 | 0.5 | Metal strap, although some later manufacture might be with a molded mounting hole. Open back, although later issues such as 2275590 and 4106140 might be sealed back. |
| 2444641 | 1964 - 1968 | 2 | 0.25 | Used with Prestolite transistorized ignition. Open back. |
| 3656199 | 1971 - mid 1975 | 4 | 0.5/5 | Open back primary resistor. Sealed back auxiliary resistor. |
| 3874767, CH-456 | Late 1975 - 1979 | 4 | 1.25/5 | Sealed back for both resistors. |
| 4106340, 5206436 | 1980 - 1989 | 2 | 1.25 | No metal strap. Sealed back. |
| P2095501 | Direct Connection/Mopar Performance | 2 | 0.5 | Reissue of the original 2095501. Open back. |
| P2444641 | Direct Connection/Mopar Performance | 2 | 0.25 | Reissue of the original 2444641. Open back. |
| P5206436 | Direct Connection/Mopar Performance | 2 | 1.25 | Some listings show as 1.0 ohm. |
| P4529795 | Direct Connection/Mopar Performance | 4 | 1.25/5 | Replacement for 3874767. |
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Thanks. Generally confirms my post # 21.
My sister bought a 72 satellite new,318 auto ps am radio heater,rubber floor mat. Had electronic ignition,don’t remember the time of year she bought it.
Meaning I don’t remember if it was built late in 71 or in 72.she didn’t get it winter 72 I know.
Now that’s some funny stuff!You were more of a bum starter guy
Does your Charger have '68 Coronet 500 Qtr. panel chrome inserts in the doors? Tough to see if it's those bezels or painted to look like them...
bob32268
Well-Known Member
Those are the actual bezels put on by a previous owner. I've been trying to get my son (body shop owner) to remove them, weld up the holes and repaint the areas but no luck
so far. Actually, I don't get too upset about it as they almost look like they "belong" there....
Bob32268
not so famous bob
Well-Known Member
I`ve got you all beat , I`ve driven mostly Mopars all my life , and have never had one fail !!
1963 fury,68 fastback barracuda,69 coronet RT, 66hemi belvedere, 67 hemi drag car, 66 coronet station wagon, 72 fury (for a short time ),74 dodge charger ..,now a 2014 ram , of course it doesn't have that old stuff in it ...
bob32268
Well-Known Member
You're very lucky..... wanna buy some lottery tickets for me ??
Unkle Krusty
Well-Known Member
I went to the Arctic Ocean and back with no problems.
I drove around my Island and the van quit. I carried a spare resistor after that. But now I have a new E ignition. So somewhere I have two resistors.
I drove around my Island and the van quit. I carried a spare resistor after that. But now I have a new E ignition. So somewhere I have two resistors.
My 74 Charger coincidentally just started acting up recently. It will crank and crank over and not fire until I release the key, then it will sometimes start and keep running…it doesn’t do this constantly at this point but is getting worse. This car is mostly original with regards to ignition components. I have not replaced any parts yet. Tough to diagnose when it’s not consistent. Any ideas as where to look? Thanks.
I’m throwing ballast resistor and check voltage to the coil
I’ve had this problem in my ‘72 Imperial for years and recently experienced it in a friend’s ‘73 Imp. It is not the ballast resistor, as it is backwards from what a failed ballast does. I finally fixed it in the ‘73 by replacing the distributor pickup- it was working intermittently. Starts much quicker now, too.
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