[BRENT in 10-uh-C]

Originally Posted by tbirdtbird

Tom, that is just what I said about e-ignition until I tried it. I'd give you the explanation of where the smoothness is coming from but I am sure somebody will beat me up if I do, so I will keep quiet, since my initial post was taken as a mandate for the entire world by someone who happens to hate Texas and Texans after being here in '08.

Again, your perception. ....but not a factual statement!

Originally Posted by Ron W

Brent can't help stirring the pot. Henry Ford improved his cars. I did too. Ron W

That is probably a very true statement!



With regard to the FS Ignition system, I have actually been a dealer for them for quite a few years now so I am very 'versed' on how they work. I initially installed them on my banger-powered race cars. I also used to (4 to 5+ years ago) install them on quite a few customer's cars. I did that for a couple of reasons. The main reason was back then, reproduction distributor cams were being manufactured off-shore and the points did not break at true 90° apart creating timing issues.

The second reason why I quit was I was experiencing quite a bit of module failures with units I had installed and with folks who had installed their own units. JD & Mel was very helpful with working with me on warrantying them and troubleshooting but the 'pain was not worth the gain' when my customers were having failures while on tour or out driving. Paying a tow bill to get back home and the stress' involved with the downtime slowly created customers asking why are we doing this.

Then along comes a US manufactured dist. cam. that is CNC machined with exacting tolerances while simultaneously designed to increase the coil saturation time to increase the coil's spark output. Adding to that was my ability to hone housing bushings instead of reaming them and the quality of shaft fit came up where the distributer could produce a timed spark very near what a 'Hall-effect' triggered system could produce.

Later in time we concluded that it was a voltage spike and/or an intermittent ground issue that was the likely culprit of the FS failures. Again, running extra wires to circumvent this, or carrying extra distributors/modules as back-ups for the minute gain just did not seem practical. So for me it begs the question just how hot of a spark is necessary to have a good running engine? My view is for a low-compression engine such as a Model-A (under 7½:1 CR), "lighting off" the fuel mixture is not that hard to do with a stock ignition system, especially with the combustion chamber design and slow RPMs. Maybe I am still "gun-shy", ...or maybe I'm just lazy, but if a set of points will create nearly the same result with less cost and greater reliability, why take the chance?

So I guess I will back-up and offer my apologies for stirring the pot. It is your car, and you are the one that it must please. Best wishes to you and I bid you many happy and safe touring miles ahead.

(signed; from a former Texan himself)

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