Regarding the Chrysler ignition modules. I read that they trigger on the points closing so you have to use a timing light to set the distributor position.
p.s. There are also a lot of schematics using heat-sinked GM HEI units. Again using the points to trigger or I guess you can use a YT sourced trigger. Anyway a lot of these will fire when the points have a little corrosion on them where a normal set up will not because they don't rely on the charge time constant of the Kettering system.
The problem with the real high energy systems is you need to make sure there is no carbon tracking under the cap and you need to make sure the rotor is contacting the button.
I ran into a situation with a friends Barracuda where either the cap was too tall or the rotor was too short. You also need to make sure the contact on the ignition rotor arm comes close to the contacts on the cap. Manufacturing mistakes do occur. I have seen them or the wrong rotor gets put in the box.
This post was edited by Deutz Lover at 21:43:29 09/07/15.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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