Martin, you have a US version, so you have to use the second set of values I posted earlier. The dizzy p/n is on the body, not on the cap. But unless you suspect the dizzy has been replaced earlier in the car's life, just go with the US specifications. Won't change much anyway.

Pertronix is a nice upgrade. But unless one of your elements such as the resistor box is bad, I would first have the car run propely on the stock trim and then upgrade.

You should check if your cetrifugal advance works properly by moving the rotor. You should feel the spring's resistance and the rotor should come back to it's initial position under the action of the springs.

You should then check if your vacuum advance/retard works properly. For that you should suck into the hose connected to the vacuum capsule and check if the plate on which the points are fitted is moving and going back when you stop applying vacuum. Check also that the rubber connection of the vacuum line to the throttle body is not worn, as this is quite common. Also check that the butterfly closes properly and that the system goes back up to the stop nut when the gas pedal is not operated (idle is not adjusted there but with the big screw near the cold air valve).

If you can measure dwell then you should adjust it to 30 degrees while intalling new contact points. Inspection value of used contact points is 34 degrees.

If you cannot measure dwell you should adjust the gap at 0.4mm. For that you can loosen the dizzy until the contact is right on the hedge of a cam. There the 0.4mm gage should move relatively freely with some light resistence.

Once you've done that you should clamp your stroboscopic lamp on the cyl1 HT wire. Engine running and vacuum line connected, rotate the dizzy until you read 6 degrees ATDC at 800 rpm. You may have to adjust idle during the process.

Then ask someone to press the gaz pedal and stabilise rpm at 1500. there you should read TDC. Then accelarating aegine at 3000 rpm you should read a value comprised between 30 and 38 degrees.

Marking the needed values with white corrector on the damper will ease your readings.

Go for a test drive and make sure the engine is not pinging. You can see that with a warm engine uphill on the last gear around 2000 rpm while opening the throttle widely. If it does ping then reduce advance until it does not ping anymore. Use the highest octane fuel you can find.