Ballast resistor '66 - Page 4 - Chevelle Tech
Electrical & Wiring Troubleshooting electrical problems.

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post #46 of 51 (permalink) Old Apr 8th, 00, 8:30 PM
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Tony
 
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Sweet...this post highlights the hell that I have been going through for the past 2 weeks.

Car: 66 Buick GS
Problem: Ignition cuts out randomly, no specific RPM. It randomly cuts back in, throws me against the seat when power is regained. Scary. Today it won't start at all.
Ignition System: Pertronix Ignitor

First, I cleaned up the entire wiring harness and made sure all the wires had good continuity. I tried to start it up last night, but it cranks with no spark whatsoever. The coil seems to be putting out no spark at all. This morning, I brought my meter out and checked to make sure I was getting voltage to the (+) side of the coil. Well, I am getting *12V* worth with the key in the "ON" position. My car's wiring harness is unmodified, and the feed from the bulkhead to the coil is supposed to be a resistor wire. So I figure either this resistor wire is shorting against a 12V wire inside the harness, or the yellow "r" wire off the starter solenoid is permanently supplying 12V, not just while cranking. Is this even possible? Could this be indicative of a bad ignition switch rather than internal arcing inside the starter solenoid?
I am thinking that the 12V to the distributor has FUBAR'd my Pertronix module, hence the lack of ignition now.
Thanks for all your help, guys.

Larry: I believe that the voltage drop to the coil is required to prolong the life of the contact points. I suppose the heat generated from power dissapation across the contacts will oxidize/burn up the point material.

[This message has been edited by 70L34 (edited 04-08-2000).]
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post #47 of 51 (permalink) Old Apr 8th, 00, 9:41 PM
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Gene
 
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The mechanics of the solenoid would make it darn near impossible for the r terminal to be hot without the starter cranking too. Theres basically a copper washer that is forced into the three contacts on the solenoid (Battery, starter lead and R terminal) when the plunger is pulled in.
If your ignition module is now an open circuit as a result of a failure, you would see the full 12 volts on the coil. The lower voltage usually assciated with a points system is while the points are close; with the points open, there is not current to drop the 4 or so volts across the resistive wiring. I'm not familiar enough with pertronix to say what kind of voltage you should see and when, but if it was designed as a direct replacement in your application, I doubt the 12v during cranking would hurt it.
Regarding the resistor question, I had read in an old Motor manual (or similar)long ago that you could tell by the points whether you have too much resistance or not enough based on which point contact had the peak, or the valley. I'm not sure which was which
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post #48 of 51 (permalink) Old Apr 10th, 00, 5:25 PM
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Tony
 
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Hi, just wanted to update everyone on my ignition problem. It ended up being the damn radio suppression capacitor which was grounding the (-) side of the coil through the capacitor's case. Boy was that frustrating. Special thanks to I-Man who thoroughly helped me out via email.
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post #49 of 51 (permalink) Old Apr 11th, 00, 10:35 AM
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Gene, we also see resisted voltage in the R wire and solenoid R terminal when the engine is running, because the R wire is still connected to the coil positive terminal, and back travels down the R wire.

Points pit from two occurances, too much ot little resistance, and incorrect capacitor (condenser) load ratings. Old Motor's manuals show a way to check the system using a lead pencil, to get the right condenser rating for the application and for coil polarity. Old stuff, you must be as old as dirt, like me. Old Motor's manuals are fun to read through, just to see where we all came from in our performance vehicles. From downright simple to bizzare.
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post #50 of 51 (permalink) Old Apr 11th, 00, 7:10 PM
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Gene
 
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<BLOCKQUOTE>quote:</font><HR>Originally posted by IgnitionMan:
Gene, we also see resisted voltage in the R wire and solenoid R terminal when the engine is running, because the R wire is still connected to the coil positive terminal, and back travels down the R wire.
<HR></BLOCKQUOTE>
Yes, you would see voltage there. I was trying to point out that it would not be able to source the voltage that 70L34 was concerned about in his statement "... or the yellow "r" wire off the starter solenoid is permanently supplying 12V, not just while cranking."

And, yes, I probably am dating myself referencing Motor manuals, and especially not remembering what was in them. I use to like the vehicle identification with the head on shot of the frontend..they kinda lost the appeal whwen they started showing them at angles. Overall they where way better than Chiltons.
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post #51 of 51 (permalink) Old Apr 11th, 00, 8:10 PM
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I agree, you could tell just which series and make a car was, not like today, they all look like the same computer designed them.
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