Electrical problem with 304 V8

I am confused and upset. My 74 cj5 has a "Breakerless SE Single Wire Ignition" kit on it; came that way when I bought it. Everything ran great (of course it happens that way when you're buying something). Next thing I know, my starter is fried. Needed a new battery too. That worked for a little while. Now I'm not getting any fire; it will roll over, feed gas, but will not start. I've heard these "kits" can sometimes be more trouble than they are worth; they can cause problems like I have now. I just want to drive my jeep, but I cannot seem to keep it starting. I've got new plugs, wires, points... all the goodies needed for a tune up, but want to try to figure out what the deal is before I got too far with this issue. HELP...

 

Don't know a lot about the Breakerless SE Single Wire Ignition but if your going through starters and batteries, switch to the HEI setup. Best money I spent and best upgrade. Single wire to switched 12V. No coils, or other wiring to go wrong.

An HEI can be found from reputable dealers on ebay for $150-$200 or boneyard pull and just switch the drive gear. $40-$60

Someone here should be able to diagnose the breakerless for you.

 

By the HEI setup I presume you mean the HEI distributor? Seen some real good prices on them lately... 4WDHardware, Quadratec, etc. I believe this does the same thing my kit does now. Think I start pulling the pieces/parts and see what I find. Of course the wiring on my jeep ain't the best either. Need to work on that too. Thanks!

 

Check the wire to distri while key is on and while cranking for 12 volts

 

It is similar but the HEI is a true one wire setup. One wire to a switched 12v source. No coil which is keep in the Breakerless SE Single Wire Ignition setup. I have heard the voltage at plug is never as advertised. Stock @ 20,000, Breakerless SE Single Wire Ignition @ 25,000 and HEI @ 30,000 to 35,000 volts allowing you to increase the plug gap.

Heres a nice write up for your style motor.
http://www.offroaders.com/info/tech-corner/project-cj7/project-cj7-HEI.htm

 

I'm going to come on by and shoot the dead horse you guys already beat R)
The GM style (HEI) is really a GREAT improvement on these engines...You won't realize just how much so until you have done it...It will be one of the best "bang for the buck" items you will get for your AMC powered Jeep (they work good on Ford motors too).

 

The GM HEI is good, but so is the Motorcraft ignition (Duraspark) with the TFI upgrade. You can even use the HEI module with the Duraspark distributor.

Note that you can put GM HEI in a 232 or 258 with junkyard parts (GM distributor with AMC drive gear), but you cannot do that for the 304 - you have to buy a distributor that has been machined to fit your engine.

The Duraspark setup (with the TFI upgrade) needs only junkyard parts and a few new ignition parts from your FLAPS. All AMC V8s from 1978 on used the Duraspark distributor, so look for a later Wagoneer at the junkyard.

I'd go with the GM HEI if you want a drop-in aftermarket solution, or if you eventually want to go with GM EFI with spark control. Spark control can be easily added to the HEI distributor. Otherwise, I think the Duraspark from a junked Wagoneer is a better option.

 

I personally...have had SUCH bad luck with the motorcraft duraspark ign....that I cannot even begin to express my dislike for it.
I am however...fairly certain that I must be in the minority...but I have been left high and dry by the the duraspark 4 times in four different vehicles...Now, that may not sound like a lot...but four trucks with exactly the same failure made me a little punchy about that one particular part. Chances are...it is just a complete fluke on my part...But...I've decided not to give it a fifth chance...considering the last one left me in the snow in the middle of nowhere.
Putting that aside for a minute...I find that even when a duraspark is running good...(or good for what it is), it does not perform like the HEI. I guess..."perform" is not a good term...because over all power seems to remain close to the same...But how quickly the engine starts, how smoothly it idles, the faster throttle response and the "drivabilty" difference have me sold on it. Not that it really matters one way or the other...but I like the fact that it's all compact into one unit as well.
If anyone is "iffy" about spending the 130 for one of these...and feels the original system is running just fine....I have one in my shop that I would let someone try just to feel and experience the difference...I of course would want it back...or a replacement.
I run/own a performance engine building shop for a living...And these days, nothing really surprises me as far as "bolt on" parts go. But I have to admit...I am a little taken back by the improvement that just an HEI can make. Now...I don't want to shove anything onto someone...But in my personal opinion...it's well worth trying.

 

What is spark control and how does it benefit?
I recently picked up an HEI distributor for one of my 258 motors but haven't had the chance to drop it in. I'm hoping to see a noticeable difference in the way it runs. I'm hoping it won't cause a problem here in Cali for smog testing.

 

Most fuel injection systems control both the fuel and the spark advance. The most common system fitted to these engines is the GM throttle body injection (TBI) system - it's what Howell and some other aftermarket suppliers base their kit on. You don't have to control the spark (Howell does not) but the GM TBI system is capable of it. Controlling spark n a TBI system is pretty easy if you have HEI ... just use a module that provides spark control and plug it in.

I thought a '74 was exempt in CA.

 

OIC
Yeah, the 74 is smog exempt here in Cali, this HEI experiment is for a carburated 86 CJ7.

What is the best spark plug and gap that you have found for use with the HEI?

 

Didn't realize you can't do a junkyard conversion. You can buy them new via 4wd.com for 149.00 with free shipping till 11-30.

I gapped mine at .05"- worked great.