As the piston rises in the cylinder on compression/ignition stroke, the fuel does not ignite at top-dead-center (TDC). The fuel needs to be ignited around 6 to 12 degrees before top-dead-center (BTDC) because fuel does not ignite instantly. It lights more slowly than we think. We have to allow the piston time to reach TDC before full combustion is underway. When we increase rpm, we need to allow the richer fuel charge more time to ignite. This is why we "advance" the spark and make it occur earlier during the compression/ignition stroke. Most of the time, that is 34-36 degrees BTDC. Pushing the spark timing any earlier can cause detonation and engine damage.
We can explain current saturation and how the ignition coil stores electricity, but that's not going to mean much to most of you. You want to know what the ignition coil's basic job is, and how it releases that high-voltage spark in time with the engine's power cycles. The ignition coil does its job in time with the ignition points located inside the distributor. Ignition points are nothing more than a simple on/off switch that allows the ignition coil (a transformer) to store and discharge thousands of volts of direct current electricity supplied by your Ford's 6- or 12-volt storage battery. As a simple high-output transformer, the coil transforms 12 volts to as much as 50,000 volts in order to jump the spark-plug gap. The points cycle open (off) and close (on) between spark-plug firings in time with the distributor cam. When the points are closed, the coil is grounded via the contact points. When the points are open, the coil grounds through the spark-plug wire to the spark plug.
Point-triggered ignition systems served a valuable purpose for decades and, all things considered, did remarkably well. However, points suffer from distinct disadvantages, as well. With use, contact points burn and pit. The rubbing blocks wear out, which causes the points to close up. This makes your engine a dead player when you probably need it most. Ignition points don't offer the reliability we get from solid-state ignition systems.
Solid-state ignition systems, as their name implies, are solid state--no moving parts to wear out. Magnetic pulse ignitions have a pick-up coil and a reluctor. As the reluctor passes across the magnetic coil, it switches the coil's ground path on and off, just like contact points do. This is also performed with the help of solid-state circuitry in an ignition module.
There are also optical electronic-ignition systems that use a light beam (electric eye) to open and close the coil's grounding path using a shutter wheel. Mallory's Unilite ignition is one example still available today. The only maintenance required is the occasional cleaning of the light module.
The Pertronix Ignitor and Ignitor II are undoubtedly the greatest innovation in aftermarket electronic-ignition systems because they're hidden inside your factory or aftermarket distributor. The Ignitor and Ignitor II are compact modules that replace the points and condenser in point-triggered distributors. These little guys are triggered the same way a magnetic pulse ignition is triggered. Set the air gap between the module and the shutter wheel and forget it. The Ignitor and Ignitor II are not only available for factory distributors, but selected aftermarket distributors, as well. This gives your restomod a cool, period, aftermarket, performance look with the fierce reliability of the Pertronix Ignitor.
Not only do we need good ignition systems, we need components that enhance our ignition system's performance. There are all kinds of spark enhancers that keep the plugs firing under extreme circumstances. High-output ignition coils, multi-spark discharge, capacitive discharge, and other types of high-output systems are available. Let's look at some from MSD.
You've Got The Power
This area gets as much respect as the rear axle. It is something we never think about until there's no choice. High-energy ignition systems need high energy to begin with. If you think that old generator or 45-amp Autolite alternator is going to get you through the night, you're only whistling in the dark. Truth is, you will be sitting in the dark.
For an electronic-ignition system to work effectively, you must have a high-output alternator. Ideally, you will ditch the voltage regulator and opt for a single-wire, no-brainer alternator that makes 100-plus amps of charging system power. This not only benefits your ignition system, but all those electronic do-dads you plan to install inside the cabin.
This is the Ignitor II electronic-ignition module. What makes it different than the Ignito
When you install the Ignitor and Ignitor II, set the air gap to .030 inch and forget it. T
Drop-in electronic-ignition systems are becoming more common these days because breaker po
Another drop-in ignition for vintage Ford distributors is Crane's XR-I Electronic Ignition
The Autolite and Motorcraft point-triggered distributors work well in street use with drop
Mallory's Unilite ignition has been in the marketplace for more than 20 years. There's a r
Imagine an ignition system with no distributor. Ford Motor Company, as well as the afterma
This is MSD's Blaster ignition coil. As you might imagine, it packs quite a wallop, standi
MSD's 6A Multi-Spark Discharge is standard equipment in just about any race car's engine c