I have wondered how the Pertronix makes the dwell correct, maybe the electronics in the Pertronix figures that out or the magents are chosen to make that work with no adjustment? Here are pictures of the Pertronix I took out of my car in 2009 which I assume is their first model since it does not say ignitor II on it.

Some units require the gap to be set initially in the same manner as points. The unit sold for our Z's are fixed, and do not require the dwell to be set. Yes, thats the first model. The second model is red, and intended only for track cars I believe.

This set of graphs are very informative. I recommend studying until it makes sense

Studying until it makes sense is good for a lot of stuff. I'm wondering about the second graph though, voltage vs. RPM. Not saying it's wrong, just curious why acceleration requires more voltage than steady WOT. Seems like a good advertisement for CDI.

Edited December 24, 201311 yr by Stanley

just curious why acceleration requires more voltage than steady WOT.

Holding WOT curve is from smoothly accelerating from lugging to Max RPM. The EFI or carb can manage it efficiently.

The voltage demand spike going from cruise to WOT occurs from a few things combining: richer mix, increased load, changing gears, and shorter time to build charge. I'm not sure how they can claim it exceeds the voltage of any inductive system and then misfire however it seems to be the more demanding state where a misfire is likely to occur if the system is not capable of delivering sufficient voltage to spark in the chamber's environment.

The 123Ignition stuff for Datsun L6 and L4 are now real and available.

123ignition - Nissan L6 Forum - HybridZ

This the best of most worlds, short of a fully standalone crank trigger ignition. 100% brand new dizzy, totally programmable ignition timing, OR, a simpler version with 16 predefined timing curves to choose from.