Posted by greyfoxxca on November 20, 2010 at 20:02:03 from (137.186.159.24):
In Reply to: 210 IH Swather Coil posted by greyfoxxca on November 20, 2010 at 09:27:27:
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The next component is the coil's primary winding. Inside the coil are two sets of wound wire, comprising of the primary and secondary windings. The primary windings carry battery voltage through and create a large magnetic field inside the coil (this is discussed thoroughly in the section on secondary windings). Although the coil's primary windings receive voltage from the ignition switch, they are actually turned on and off by the distributor's contact points.
The contact points are opened and closed by a cam on the distributor's main shaft. As it spins the cam's lobes move the actuator outward, disengaging the contacts. When the lobe passes, the contacts close, turning on the coil primary windings. The amount of time the points remain closed is referred to as dwell, and is an important factor in engine tuning.
Attached to the points is a condensor, an electrical device (capacitor) that limits current flow through the points to increase their life. The condensor is necessary because the points are opening and closing rapidly, and as they do so the voltage/current is interrupted. This causes an arc, or spark, between the contact points. Over time, this arcing will erode the material on the points and deposit carbon, and eventually the points will not pass current. The condensor acts as a current-absorber to limit the amount of arcing as the points open and close.
The next component is the ignition resistor. It is necessary because ignition coils are designed to step up battery voltage high enough - and fast enough - to keep the engine running at high rpm. That means that, as designed, the coil would produce too much high voltage at low rpm and heat up. Automakers long ago realized that there were two solutions to the problem: using two coils (one for low rpm and one for high) or an ignition resistor. Obviously, the resistor approach is the least expensive and most reliable, so that's what they did. The resistor used varies is resistance as a function of temperature, and limits the voltage to the coil accordingly. As the engine revs up the resistance lowers, allowing more voltage to the coil for fast running, and the reverse happens when the engine slows down. At idle, for instance, only about 7 volts is going through the coil primary windings.
The only time the resistor is out of the circuit is during startup, when the engine needs all the spark it can get. It's bypassed in the ignition switch's start position so that, during starting, the coil gets full battery voltage. Ignition resistors can take many forms, depending upon the manufacturer of the vehicle. Some builders mounted a big resistor on the firewall and some others utilized a special type of wire (resistance wire) running from the ignition switch to the coil. Still others used coils that were built with an internal resistor. None of these is any better an approach than the others, but it's important to know which type you have, and that you have one!
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Today's Featured Article - The 8N and the Fox - by Zane Sherman. Dec. 13 1998, Renfroe, Alabama. Last niht I dreamed about the day that I plowed the field of about 10 acres over on what Jimmy and Dandy called the Ledbetter field. I was driving the 1948 8N Ford tractor that Jimmy bought in 48 new This was prebably in about 1951 and maybe even befor the house was built. This would have made me to be about16 years old and I drove the tractor for nothing and would have paid to drive it if I had had any money which I didn't, but neit
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