It's a proven fact that a good set of points can go to 7k rpm. It's been proven.

 

Almost forgot....

With an HEI, you NEVER have to recheck timing after replacing a module. Points systems- always a good idea to recheck timing after a points change.
With points, you NEVER have to worry about which color wires to use for polarity when replacing ignition coil and you can forget pickup coil polarity matching.

 

Try finding a good set made today.
That is my point.
The "standard" ign part brand everyone carries, are junk.

 

That's why about 15 years ago, I started buying up a slew of old-school Delco point sets where possible. I remember bought a pack of 12 or 15 of the D106PS for 10 bucks with free shipping. Lifetime supply.

 

It just shows replacement parts for points are just as questionable as current HEI replacement parts, really makes it a wash. I have probably 5 complete HEI laying around plus parts. My 70 Cutlass S came with a 260 with HEI. Definitely not going to points, more work for more regular maintenance. I went full SEFI, it wasn't reliable or an instant great runner, nothing is a magic bullet. A Quadrajet and HEI are both set and forget, what I currently run. Like I said, coils and modules with the exception of the super fancy ones are reliable for me. The factory, now many over 40 years old pick up coils are failure point I commonly see.

 

I've had very good luck with Accel HD points and condenser. There's a reason why they cost what they do vs. the Standard Motor Products parts.

 

I had the duty and privilege of clearing out my grandparents' house in the 2010s. It's a weird thing going through the stores of a capable man. Even though he'd been gone 20 years, the unopened packs of tune up parts were sitting in drawers for me.

 

The "pick up coils" (pole piece) was a common failure point 40 years ago too.
The thin wires that ran to them from the module would break from the flexing with the action from the vacuum advance.
Worse, the wire would break inside the insulation, so the wire didn't appear to be broken.

 

It makes sense where GM positions them in the distributor. Probably some could be fixed with just a wiring repair. Glad to see I am not only one seeing this issue. Like I said, I have seen at least a handful fail this way and not just Olds V8's with HEI. But compare that to Ford and Chrysler's crap, over complicated systems, GM's HEI was very reliable.

 

Back in the dawn of the electronic ignition days, Fords were atrocious.
Modules died like flies. But sometimes they would revive themselves after the unit's transistors cooled off.
Only to leave you stranded again later.
Chrysler electronic ignitions were the least troublesome of any.

 

I had a pick up coil die in a Chrysler distributor as well. Yeah, the modules were OK but things like the balast resistors occasionally failed.