Mallory distributor

[muscle72]

Here's the instructions

 

[Geoff 2]

Yeah....the Unilite. We used to call them the Unidark....

 

[AR67GTX]

What side is the 12 volt side on a 2 prong ballast resistor?

Typically the driver side unless someone reversed the connections.

 

[Vaanth]

The Mallory Unilite instructions listed show the wiring arrangement and details, but for more specificity to wire the Mallory Unilite distributor to replace a Chrysler point distributor, connect as shown in the following diagram with the three Unilite wires connected as follows:

Red: Connect to the "Ignition RUN" side of the original ballast resistor. This is the side, typically with a single blue wire in passenger cars, that connects to the ignition switch (IGN1). It is opposite the side originally connected to the coil positive (+) terminal, typically with a blue wire, and the "Ignition START" lead, typically a tan wire, which connects to the ignition switch (IGN2).

Green: Connect to the negative (-) coil terminal. This replaces the wire, typically black, that went to the original point distributor.

Brown: Connect to a clean engine ground. Connecting to a body ground such as the firewall can be used if the body is solidly grounded to the engine and the negative (-) terminal of the vehicle battery.

If using an original tachometer that was originally connected to the negative (-) side of the coil, reconnect it there. It may or may not trigger the same as with the original point distributor connection. If using an aftermarket tachometer, connect as specified by the tachometer manufacturer.

If a radio interference condenser (capacitor) was connected to the positive (+) terminal of the coil, leave it connected as before.

NOTE: The "loom resistance wire" mentioned in the Mallory Unilite instructions is the resistance wire used on GM and Ford products, with a point distributor, instead of the ballast resistor used in Chrysler applications. The resistance wire performs the same function as a ballast resistor.

 

[muscle72]

The Mallory Unilite instructions listed show the wiring arrangement and details, but for more specificity to wire the Mallory Unilite distributor to replace a Chrysler point distributor, connect as shown in the following diagram with the three Unilite wires connected as follows:

Red: Connect to the "Ignition RUN" side of the original ballast resistor. This is the side, typically with a single blue wire in passenger cars, that connects to the ignition switch (IGN1). It is opposite the side originally connected to the coil positive (+) terminal, typically with a blue wire, and the "Ignition START" lead, typically a tan wire, which connects to the ignition switch (IGN2).

Green: Connect to the negative (-) coil terminal. This replaces the wire, typically black, that went to the original point distributor.

Brown: Connect to a clean engine ground. Connecting to a body ground such as the firewall can be used of the body is solidly grounded to the engine and the negative (-) terminal of the vehicle battery.

View attachment 1850113

If using an original tachometer that was originally connected to the negative (-) side of the coil, reconnect it there. It may or may not trigger the same as with the original point distributor connection. If using an aftermarket tachometer, connect as specified by the tachometer manufacturer.

If a radio interference condenser (capacitor) was connected to the positive (+) terminal of the coil, leave it connected as before.

NOTE: The "loom resistance wire" mentioned in the Mallory Unilite instructions is the resistance wire used on GM and Ford products, with a point distributor, instead of the ballast resistor used in Chrysler applications. The resistance wire performs the same function as a ballast resistor.

Thanks for the detailed info where each wire connects to.you answered my question with red wire.so it connects to blue wire from engine harness

 

[RJRENTON]

Thanks for the detailed info where each wire connects to.you answered my question with red wire.so it connects to blue wire from engine harness

Everything you need to know.....EXCEPT.....the value of the ballast resistor........why not just state the specific value of resistor to use...don't leave it up to conjecture......the use of the wrong value of resistor (or none) will cause failure......
BOB RENTON

 

[muscle72]

Everything you need to know.....EXCEPT.....the value of the ballast resistor........why not just state the specific value of resistor to use...don't leave it up to conjecture......the use of the wrong value of resistor (or none) will cause failure......
BOB RENTON

Shut your mouth your knowledge is useless and you can use the stock ballast resistor bye troll keyword warrior

 

[RJRENTON]

Shut your mouth your knowledge is useless and you can use the stock ballast resistor bye troll keyword warrior

Oh....I did not realize that you were such an expert to have full knowledge of everything there is to know.......perhaps a fundamental test of your knowledge about wiring, Ohm's Law. Because it sure looks you have throble finding you *** with both hands and have difficulty expressing yourself........but what is the ballast resistors value???? Or don't you know......
BOB RENTON

 

[69 Sleeper Bee]

Actually not, I saw where this was headed from the start.

 

[muscle72]

Oh....I did not realize that you were such an expert to have full knowledge of everything there is to know.......perhaps a fundamental test of your knowledge about wiring, Ohm's Law. Because it sure looks you have throble finding you *** with both hands and have difficulty expressing yourself........but what is the ballast resistors value???? Or don't you know......
BOB RENTON

If you couldn't use a stock ballast resistor,it would state in the instructions on what ballast resistor to use.Obviously you can use stock,or it say which ballast resistor to get to use.You know nothing about at all about Mallory magnetic breakerless distributors. Kick Rocks clown

 

[Vaanth]

Everything you need to know.....EXCEPT.....the value of the ballast resistor........why not just state the specific value of resistor to use...don't leave it up to conjecture......the use of the wrong value of resistor (or none) will cause failure......
BOB RENTON

......but what is the ballast resistors value???? Or don't you know......
BOB RENTON

The post about the wiring of the Mallory Unilite distributor for replacing a stock contact point distributor was a clarification of the specific excerpt of that subject from the Mallory instructions. The Mallory instructions indicate a replacement for a stock system, inferring a stock distributor, stock coil, stock wiring, and stock ballast resistor.

The clarification post content is the original Mallory verbiage and diagram made specific for wiring the Mallory Unilite distributor into a Chrysler contact point distributor system typically in use from the late 1950s through 1972. As written pertaining to the wiring and connections of the Mallory distributor in the Chrysler system, other details were not specified. However, in the beginning statement of the post, the Mallory instructions are referenced for details.

In their instructions, Mallory does specify the use of a ballast resistor, and the inference is for the stock resistor. In this specific case, it is the stock Chrysler ballast resistor for the point distributor system as well as the matching stock ignition coil. Mallory further specifies that if no ballast resistor is in place, to use Mallory #8214 which is a 0.8 ohm resistor.

---

For more information about the Chrysler ballast resistor, its value, and its function, see the following simplified description.

In the Kettering style point contact ignition, and Chrysler's version, the system primary circuit ballast resistor's resistance varies directly with temperature, and indirectly with engine RPM to maintain a stable voltage at the ignition coil, and subsequent current through it. When the engine is started, the ballast is bypassed. When the engine begins to run, and the ignition switch returns to "Ignition Run", the ballast is initially cool and resistance is low. As the engine runs at low speeds with longer induction build and collapse times in the coil, the ballast heats up, resistance increases, and current through the coil and voltage applied drops, preventing coil overheating and reducing point arcing. At higher engine speeds, with lessened induction build and collapse times in the coil, the ballast cools, resistance lowers again, and more current and applied voltage for the coil is available for higher speed secondary circuit spark plug firing.

The Chrysler ignition ballast resistor used in the 1960s through 1972 for point systems, part numbers 2095501, 2196316, or 2275590, is an open back, ceramic power resistor. This ballast resistor measures 0.5 ohms and has specific, expected thermal design properties for controlling current to the coil and through the points.

This foregoing description is specifically about the point systems, but the ballast resistor use carried over into Chrysler's electronic ignition. Chrysler’s point ignition replacement electronic ignition, which first appeared in late 1971 340 with manual transmission models (Ref. Technical Service Bulletin D71-8-9), introduced the four-terminal, dual ballast resistor, part number 3656199. The primary, or compensating, side of this dual resistor is still the same as the earlier point systems with an open back, ceramic housed, wire wound 0.5 ohm resistor. It still performed the same thermal adjusted coil current/voltage stabilization. It also limited the current through the power transistor of the Electronic Control Unit (ECU), protecting it. The other side of the ceramic case housed an enclosed "non-thermal" 5 ohm auxiliary resistor. This 5 ohm resistor is connected to the "fifth pin" of the ECU.

During 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 (part number 3874767).

The 1.25-1.5 ohm dual ballast resistor used in 1975-1979 ECU applications should not be used in place of the 0.5 ohm dual ballast resistor used in 1971-1975 ECU applications. The later dual ballast resistor will function okay in place of the earlier dual ballast, but depending on the ECU, optimal coil energy will be reduced.

In 1980, Chrysler revised the five pin ECUs to remove the external auxiliary resistor connected to the fifth pin of the ECU. This was the "four pin" ECU. The new two pin single ballast resistor (part number 4106340, 5206436, et.al.) was 1.5 ohms for the primary circuit to the coil.

Stock ECUs and coils require ballast resistors as previously described. The high performance and racing Direct Connection/Mopar Performance ECUs typically require a primary ballast resistance from 0.25 ohms to 0.7 ohms depending on the ECU version and coil. Early ECUs had five pins and required dual ballast resistors, and later ECUs had four pins and used single ballast resistors, following the similar changes in production ECUs.

Aftermarket high performance coils and aftermarket high performance or replacement ECUs ballast resistor requirements vary depending on manufacturer and ratings but often cover a broad range of applications functionally, although not necessarily ideally.

---

NOTE: When measuring low resistances such as ballast resistors, account for the resistance of the test leads connected to the measuring device. This can be done by shorting the leads together, noting the resistance, and subtracting it from the measurement readings, or use the meter's relative setting, or "zero", (if equipped) similarly with the lead shorting, or use a meter that measures conductance and convert accordingly, or use a "four wire ohm"s measurement setup with the appropriate device.

 

[muscle72]

The post about the wiring of the Mallory Unilite distributor for replacing a stock contact point distributor was a clarification of the specific excerpt of that subject from the Mallory instructions. The Mallory instructions indicate a replacement for a stock system, inferring a stock distributor, stock coil,stock wiring, and stock ballast resistor.

The clarification post content is the original Mallory verbiage and diagram made specific for wiring the Mallory Unilite distributor into a Chrysler contact point distributor system typically in use from the late 1950s through 1972. As written pertaining to the wiring and connections of the Mallory distributor in the Chrysler system, other details were not specified. However, in the beginning statement of the post, the Mallory instructions are referenced for details.

In their instructions, Mallory does specify the use of a ballast resistor, and the inference is for the stock resistor. In this specific case, it is the stock Chrysler ballast resistor for the point distributor system as well as the matching stock ignition coil. Mallory further specifies that if no ballast resistor is in place, to use Mallory #8214 which is a 0.8 ohm resistor.

---

For more information about the Chrysler ballast resistor, its value, and its function, see the following simplified description.

In the Kettering style point contact ignition, and Chrysler's version, the system primary circuit ballast resistor's resistance varies directly with temperature, and indirectly with engine RPM to maintain a stable voltage at the ignition coil, and subsequent current through it. When the engine is started, the ballast is bypassed. When the engine begins to run, and the ignition switch returns to "Ignition Run", the ballast is initially cool and resistance is low. As the engine runs at low speeds with longer induction build and collapse times in the coil, the ballast heats up, resistance increases, and current through the coil and voltage applied drops, preventing coil overheating and reducing point arcing. At higher engine speeds, with lessened induction build and collapse times in the coil, the ballast cools, resistance lowers again, and more current and applied voltage for the coil is available for higher speed secondary circuit spark plug firing.

The Chrysler ignition ballast resistor used in the 1960s through 1972 for point systems, part numbers 2095501, 2196316, or 2275590, is an open back, ceramic power resistor. This ballast resistor measures 0.5 ohms and has specific, expected thermal design properties for controlling current to the coil and through the points.

This foregoing description is specifically about the point systems, but the ballast resistor use carried over into Chrysler's electronic ignition. Chrysler’s point ignition replacement electronic ignition, which first appeared in late 1971 340 with manual transmission models (Ref. Technical Service Bulletin D71-8-9), introduced the four-terminal, dual ballast resistor, part number 3656199. The primary, or compensating, side of this dual resistor is still the same as the earlier point systems with an open back, ceramic housed, wire wound 0.5 ohm resistor. It still performed the same thermal adjusted coil current/voltage stabilization. It also limited the current through the power transistor of the Electronic Control Unit (ECU), protecting it. The other side of the ceramic case housed an enclosed "non-thermal" 5 ohm auxiliary resistor. This 5 ohm resistor is connected to the "fifth pin" of the ECU.

During 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 (part number 3874767).

The 1.25-1.5 ohm dual ballast resistor used in 1975-1979 ECU applications should not be used in place of the 0.5 ohm dual ballast resistor used in 1971-1975 ECU applications. The later dual ballast resistor will function okay in place of the earlier dual ballast, but depending on the ECU, optimal coil energy will be reduced.

In 1980, Chrysler revised the five pin ECUs to remove the external auxiliary resistor connected to the fifth pin of the ECU. This was the "four pin" ECU. The new two pin single ballast resistor (part number 4106340, 5206436, et.al.) was 1.5 ohms for the primary circuit to the coil.

Stock ECUs and coils require ballast resistors as previously described. The high performance and racing Direct Connection/Mopar Performance ECUs typically require a primary ballast resistance from 0.25 ohms to 0.7 ohms depending on the ECU version and coil. Early ECUs had five pins and required dual ballast resistors, and later ECUs had four pins and used single ballast resistors, following the similar changes in production ECUs.

Aftermarket high performance coils and aftermarket high performance or replacement ECUs ballast resistor requirements vary depending on manufacturer and ratings but often cover a broad range of applications functionally, although not necessarily ideally.

---

NOTE: When measuring low resistances such as ballast resistors, account for the resistance of the test leads connected to the measuring device. This can be done by shorting the leads together, noting the resistance, and subtracting it from the measurement readings, or use the meter's relative setting, or "zero", (if equipped) similarly with the lead shorting, or use a meter that measures conductance and convert accordingly, or use a "four wire ohm"s measurement setup with the appropriate device.

Thanks for info about resistors,what l though you could use stock resistor

 

[RJRENTON]

The post about the wiring of the Mallory Unilite distributor for replacing a stock contact point distributor was a clarification of the specific excerpt of that subject from the Mallory instructions. The Mallory instructions indicate a replacement for a stock system, inferring a stock distributor, stock coil, stock wiring, and stock ballast resistor.

The clarification post content is the original Mallory verbiage and diagram made specific for wiring the Mallory Unilite distributor into a Chrysler contact point distributor system typically in use from the late 1950s through 1972. As written pertaining to the wiring and connections of the Mallory distributor in the Chrysler system, other details were not specified. However, in the beginning statement of the post, the Mallory instructions are referenced for details.

In their instructions, Mallory does specify the use of a ballast resistor, and the inference is for the stock resistor. In this specific case, it is the stock Chrysler ballast resistor for the point distributor system as well as the matching stock ignition coil. Mallory further specifies that if no ballast resistor is in place, to use Mallory #8214 which is a 0.8 ohm resistor.

---

For more information about the Chrysler ballast resistor, its value, and its function, see the following simplified description.

In the Kettering style point contact ignition, and Chrysler's version, the system primary circuit ballast resistor's resistance varies directly with temperature, and indirectly with engine RPM to maintain a stable voltage at the ignition coil, and subsequent current through it. When the engine is started, the ballast is bypassed. When the engine begins to run, and the ignition switch returns to "Ignition Run", the ballast is initially cool and resistance is low. As the engine runs at low speeds with longer induction build and collapse times in the coil, the ballast heats up, resistance increases, and current through the coil and voltage applied drops, preventing coil overheating and reducing point arcing. At higher engine speeds, with lessened induction build and collapse times in the coil, the ballast cools, resistance lowers again, and more current and applied voltage for the coil is available for higher speed secondary circuit spark plug firing.

The Chrysler ignition ballast resistor used in the 1960s through 1972 for point systems, part numbers 2095501, 2196316, or 2275590, is an open back, ceramic power resistor. This ballast resistor measures 0.5 ohms and has specific, expected thermal design properties for controlling current to the coil and through the points.

This foregoing description is specifically about the point systems, but the ballast resistor use carried over into Chrysler's electronic ignition. Chrysler’s point ignition replacement electronic ignition, which first appeared in late 1971 340 with manual transmission models (Ref. Technical Service Bulletin D71-8-9), introduced the four-terminal, dual ballast resistor, part number 3656199. The primary, or compensating, side of this dual resistor is still the same as the earlier point systems with an open back, ceramic housed, wire wound 0.5 ohm resistor. It still performed the same thermal adjusted coil current/voltage stabilization. It also limited the current through the power transistor of the Electronic Control Unit (ECU), protecting it. The other side of the ceramic case housed an enclosed "non-thermal" 5 ohm auxiliary resistor. This 5 ohm resistor is connected to the "fifth pin" of the ECU.

During 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 (part number 3874767).

The 1.25-1.5 ohm dual ballast resistor used in 1975-1979 ECU applications should not be used in place of the 0.5 ohm dual ballast resistor used in 1971-1975 ECU applications. The later dual ballast resistor will function okay in place of the earlier dual ballast, but depending on the ECU, optimal coil energy will be reduced.

In 1980, Chrysler revised the five pin ECUs to remove the external auxiliary resistor connected to the fifth pin of the ECU. This was the "four pin" ECU. The new two pin single ballast resistor (part number 4106340, 5206436, et.al.) was 1.5 ohms for the primary circuit to the coil.

Stock ECUs and coils require ballast resistors as previously described. The high performance and racing Direct Connection/Mopar Performance ECUs typically require a primary ballast resistance from 0.25 ohms to 0.7 ohms depending on the ECU version and coil. Early ECUs had five pins and required dual ballast resistors, and later ECUs had four pins and used single ballast resistors, following the similar changes in production ECUs.

Aftermarket high performance coils and aftermarket high performance or replacement ECUs ballast resistor requirements vary depending on manufacturer and ratings but often cover a broad range of applications functionally, although not necessarily ideally.

---

NOTE: When measuring low resistances such as ballast resistors, account for the resistance of the test leads connected to the measuring device. This can be done by shorting the leads together, noting the resistance, and subtracting it from the measurement readings, or use the meter's relative setting, or "zero", (if equipped) similarly with the lead shorting, or use a meter that measures conductance and convert accordingly, or use a "four wire ohm"s measurement setup with the appropriate device.

I'm well aware of the aspects of the ballast resistor's value and function. I've reiterated (frequently) exactly the how and why the origional Mopar ECU system required it (the 2 value resistor) and subsequently the redesigned system that eliminated the 5.0 ohm value. Your regurgitation of the same previous aspects is not anything new, but may serve to "school" those who have no fundamental knowledge (and there many) or the original Mopar electronic ignition system but remain convinced that they are "self proclaimed" experts and can interchange components without any adverse effects. As far as measuring the value of the "ballast resistor" accurately.....perhaps you should consider using a WHEATSTONE BRIDGE network.....extremely accurate for measuring resistance values in 0.001 ohm range. The methodology you indicate to measure resistance is fundamental to using a digital or analog testing device.
BOB RENTON