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- ULTRA LOW RESISTANCE: Flame Thrower II ignition coils feature a low 0.6 primary resistance; for use with inductive or CD ignition systems
- HIGH VOLTAGE OUTPUT: This Pertronix ignition coil delivers a powerful 45,000 volts; ensures a strong and consistent spark to enhance engine efficiency and performance
- CUSTOMIZABLE APPEARANCE: The 12 Volt ignition coil is available in chrome-plated or black finishes; offers the flexibility to maintain a “stock look” that complements your vehicle’s engine aesthetics
- IGNITOR II COMPATIBILITY: Specifically designed for seamless integration with our Ignitor II Electronic Ignition Conversion kits
- ENGINEERED FOR PERFORMANCE: The Pertronix Flame Thrower Coil complements our Ignitor Electronic Ignition Conversion Kits and Plug n’ Play Distributors; designed to maximize the efficiency of your ignition system
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Pertronix 45011 Flame-Thrower II Ignition Coil, 45,000 Volt 0.6 Ohm, 12 Volt, Black
*$815.10
Informação adicional
| Brand | Pertronix |
|---|---|
| Item dimensions L x W x H | 6.6 x 3.6 x 3.6 inches |
| Vehicle Service Type | 1965-1973 Mustang |
| Connector Gender | Male-to-Female |
| Installation Type | Plug In |
| Manufacturer | Pertronix |
| UPC | 694342007607 |
| Automotive Fit Type | Vehicle Specific Fit |
| OEM Part Number | 45011 |
| Global Trade Identification Number | 00694342007607 |
| Model | PerTronix |
| Item Weight | 1.52 pounds |
| Product Dimensions | 6.6 x 3.6 x 3.6 inches |
| Country of Origin | Mexico |
| Item model number | 45011 |
| Is Discontinued By Manufacturer | No |
| Exterior | Machined |
| Manufacturer Part Number | 45011 |
| Date First Available | September 14, 2004 |
William Higgs III –
I paired this with my Pertronix ignition system and it works flawlessly.
Jake Pruitt –
I have been running a pertronix distributor and coil on my 69 f250 with a 351w swap for 10+ years now(120,000 miles since install). Im still running the same coil with 0 issues no leaks no problems whatsoever. Starts first turn every time, and has great response time. The build quality is what you’d expect from a coil. Price is fine for a upgrade from a stock coil, if it lasts 10 years you got your money back.
MC –
So Im angry enough at Pertronix to chew nails, having purchased a new Small Block Ford distributor, D130710, new in the box from two vendors and THIS COIL, #45011, New In box which is the approved combination for a rolelr cam small block ford, the Pertronix Ignitor II system. For 2 weeks I fought multiple cylinder misses and erratic “coil negative” signals that feed a transmision control computer for the 4R70W transmission. I spent several hundred more dollars on signal conditioners and other devices to remedy the signal issues. I read everywhere that Pertronix modules have garbage signals but then again, who can you believe, did they do things right to start with? Finally the engine developed a nasty idle miss that got worse as it the engine warmed. I watched on an oscilloscope the coil genative waveform decay to absolute garbage (No photo of the final terrible behavior atteched). I have had 4 calls of 20 mis each with Pertronix and they washed their hands of the situation. Finally I was able to correlate the miss with the waveform by video. I have attached shots from that video that show the JUNK COIL dying.
Two weeks passed ebfore I figured out the NIB D130710 distributor was misassembled by the factory. This is a near $400 billet distributor. The Ignitor II module had a loose ground screw on the Ignitor mounting plate, one of the two Ignitor mount studs was left loose AND the mounting plate had one screw backed out two full turns. This allowed the Ignitor to bounce and lift during accel events and fall during decelerations. This and the intermittent ground strap in the distributor caused hell with the COIL NEG waveform and caused the misses, my signal issues and consequently transmission shifting issues.
Once that was corrected, I finally saw a reasonable waveform, except for the fact that it was spiking nearly 2000vPP. Coil Neg can easily flyback to 4-500V but not 2000!! See my picture, 1700+ PP volts. Look close at the pics and you will see the coil NOT discharging and at the end of the BURN line, at spark end, the coil flys back not having discharged and slams my transmision controller, the conditioner, my dash tach…. with nearly 2KV! Nothing can condition 2KV adequately and since the coil i not unloading or is unloading sporadically, I have cylinders dropping!
That TAIL in the first picture at the bottom of the screw SHOULD NOT BE THERE! Neither should the GIANT peak on another event in same picture.
My remedy- Buy a Standard motor Products, made in mexico, UC12 coil and a ballast resistor. Installed the coil and sent it. Omg….. a textbook ignition coil primary waveform, textbook like you see in high school auto shop class books. A nice steady 350-500vPP flyback with nio excursions positive and ZERO negative spikes.
Pertronix is English for “Junk Chinese Scheets”.
It took a full month of weekends to deal with the junk coil issue. And I added the distributor information as it was a Pertronix junk snowball from the pit of hell. Everything I have that was from Pertronix was JUNK until I found all of the Chinavirus assembly issues.
Angry I am. Never again. Spend the money and buy MSD. Chinavirus HEI’s are no better than Pertronix, actually far worse. I have returned the junk coil to Amazon. Thak you Amazon for your excellent customer service in this matter.
MC –
you need to buy both quality goods
Fabio Carletti –
For now I have only tested it on the bench, it works well. When the car is on the road I will be able to be more detailed.
Trevor Teeley –
Good spark output!
TaylorG –
Worked perfectly.c
John N. –
easy to install. great instructions. 1954 truck runs better than ever now
Big Rudy –
I replaced the ignition on my ’66 pickup with PerTronix parts. They perform flawlessly and are of the highest quality! Buy them!
Big Rudy
Eric Erling Johnson –
I made a mistake while installing this coil with the petronix ignition. While trying to remove all the old wiring from the point system that I could, I disconnected a wire from the positive side of the coil that actually went to the voltage regulator on my 1977 toyota pickup. This caused my voltage regulator to think my batteries had 0V, and raised the voltage as high as it could. I eventually borrowed a friend’s multimeter, and discovered that the batteries were charged to 18V with the car off. This was running the coil at a minimum of 70,000V, which was too much for the distributor to control.
For a week, I thought this coil was defective, but now that I figured out the rest of my system, it is working. Although most coils could probably take 18V for how little I ran the car, I think it at least says something about how durable this coil is. Now I will start increasing the gap on my spark plugs to make use of this high voltage coil.