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.
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...  This is the Ignitor II electronic-ignition module. What makes it different than the Ignitor is a built-in advance curve that works as engine rpm increases. Call it an Ignitor that thinks. |
 When you install the Ignitor...  When you install the Ignitor and Ignitor II, set the air gap to .030 inch and forget it. There is virtually no maintenance required, except for the occasional replacement of the distributor cap and rotor. |
 Drop-in electronic-ignition...  Drop-in electronic-ignition systems are becoming more common these days because breaker points just aren't cool anymore. Accel's new Points Eliminator Conversion kit (PN 2020) is a convenient drop-in electronic-ignition kit for older Autolite and Motorcraft point-triggered distributors. Its thermal-clad base keeps destructive heat away from the electronics for reliable performance. |
 Another drop-in ignition for...  Another drop-in ignition for vintage Ford distributors is Crane's XR-I Electronic Ignition Conversion. Like the Pertronix Ignitor and Accel Pointer Eliminator, it's an easy drop-in conversion you can perform in an afternoon, and it stays tuned virtually forever. |
 The Autolite and Motorcraft...  The Autolite and Motorcraft point-triggered distributors work well in street use with drop-in electronic ignitions. However, they suffer from engineering shortcomings, even with the drop-in ignitions. Structurally, they lack integrity. This is no good at 7,000 rpm. This is why you need a good aftermarket electronic distributor, such as this one from Accel. We like its period look, right at home in a vintage Ford engine compartment. It yields roller bearing performance and the precision of electronic triggering. |
 Mallory's Unilite ignition...  Mallory's Unilite ignition has been in the marketplace for more than 20 years. There's a reason why it is so successful--reliability. The only maintenance ever required is cleaning the electric eye from time to time, and replacement of the cap and rotor as required. This is one of the first aftermarket electronic-ignition systems and has survived the test of time. |
 Imagine an ignition system...  Imagine an ignition system with no distributor. Ford Motor Company, as well as the aftermarket, offer distributorless ignition systems with crank-triggered accuracy. A crank or cam sensor interfaces with the electronic control module that fires each of the ignition coils. This gives us perfect timing. Another innovation you can adapt to your vintage Ford is coil-on-plug ignition, with each spark plug having its own ignition coil. This is as precise as it gets. |
 This is MSD's Blaster ignition...  This is MSD's Blaster ignition coil. As you might imagine, it packs quite a wallop, standing up to high compression, supercharger boost, and nitrous torture. When you're throwing supercharger boost or a nitrous blast at your engine's combustion chambers, you cannot afford a misfire. The MSD Blaster coil is but one solution. |
 MSD's 6A Multi-Spark Discharge...  MSD's 6A Multi-Spark Discharge is standard equipment in just about any race car's engine compartment. The 6A drags out the spark, making it longer, keeping the fire lit, and making detailed work of combustion--important when you are hammering an engine. It also cleans up your emissions in street use. |