The Old MOPAR Curse....

[Dave6T4]

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?

 

[pnora]

Electronic ignition started in 71, I had a 71 340 Duster with points, but in B bodies in the 440's etc. the electronic ign. started. 72 was the year all cars got it.

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..

 

[Cranky]

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.

 

[old guys rule]

I took the 69 Charger out for a test drive today...I was about three miles from my house on the entrance ramp to Route 22 West when my car just died on me... I called my son and he came down with some tools etc. The car was not
getting any spark.... Couldn't find problem so we called for a rollback to take it to his shop (about 1mile away)... While waiting for the rollback I noticed that the ballast resistor was cracked (badly).... the rollback arrived and we got it to his shop
and we called the local parts store and he had one in stock ! What luck ! I removed the old one and the parts store delivered the new one in about 10 mins. I installed the new one and it fired right up on the first try and back on the road again. These
ballast resistors were a big problem back in the 60's, a lot of savvy people kept a spare in the glove-box, which is what I am going to do from now on.

View attachment 1878659

View attachment 1878660

I always carry

 

[MWbirdLOVER70]

Electronic ignition started in 71, I had a 71 340 Duster with points, but in B bodies in the 440's etc. the electronic ign. started. 72 was the year all cars got it.

Could swear it started in 72 and on 340 motors

 

[Vaanth]

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:

• 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.

Different versions and part numbers of the ECU were used in 1972 from 1971, including some with an engine speed limiter which was denoted by heat sink color. The non-limited 3438850 has a gold heat sink. The red heat sink unit, part number 3656127 limits RPM to 5000-5200 and was used on 400 and 440 high performance manual transmission applications. The blue heat sink unit, part number 3656128 limits RPM to 5300-5500 and was used on 340 manual transmission 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...

 

[Vaanth]

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 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.

 

[Dave6T4]

Thanks. Generally confirms my post # 21.

 

[T Brashears]

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.

 

[T Brashears]

Meaning I don’t remember if it was built late in 71 or in 72.she didn’t get it winter 72 I know.

 

[cosgig]

You were more of a bum starter guy

Now that’s some funny stuff!

 

[RemCharger]

Now that’s some funny stuff!

You race at the track too??

 

[QuickBpBp]

I liked ALL the musclecars from the 60's... my fastest ride was in a friends 65 Tri-Power 4-speed GTO, that one was a rocket with tires ! I bought my first GTO in '68 and had quite a feww since then. I always loved the 68 - 70 Chargers but could never get any kind of a deal from the local dealers back then, so it went on my "bucket-list" and I finally got my current Charger in 2016 and have been enjoying it big-time. I still have a 70 GTO and like using it too.

View attachment 1878881

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]

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...

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]

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.

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]

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 ...

You're very lucky..... wanna buy some lottery tickets for me ??

 

[Unkle Krusty]

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.

 

[CHGRSE74]

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.

 

[MWbirdLOVER70]

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

 

[A4GTX]

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’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.