Spark voltage is always a function of the total resistance of the coil wire/rotor/rotor to cap gap/wires to plugs, plug internal resistance, and gap. It is very rare that voltage required to fire these combined resistances exceed 20,000 volts. The coil's reserve capacity above that 20K is OK, but no where near 40K. The amount of current flowing through the switch system (points/condenser, or electronic timing system) is going to be around the 4 amp level with most (usable) coils. The issue is either both or one of these: Carb richness may be set too high for light work causing deposits on the plugs The plugs may be too cold allowing deposits to build up even when just right. Adjust the carb leaner, and or use hotter plugs for light work, and colder plugs for tillage or heavy shaft work. JimN
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Today's Featured Article - Ford Part Number Trivia - by Forum Participants. "Replaced by" means the part was superseded. All of my part books date back to 1964 and New Holland have changed some part numbers. They usually put the old Ford part number on the package. I was suppressed when I looked up the part number of the auxiliary drive shaft because for some reason the part number went through a radical change and it lost its "Basic Part Number". Ford part numbers follow the following rules. Most part numbers are in three parts. The middle part is called the
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