Mallory Dual Point owners
- Thread starter corazon
- Start date
corazon
Well-Known Member
Chris and of course anyone else
Regarding the ignition amps, there's now another contender.
That mallory hyfire i believe is new old stock from the 80s- hardly anything online about it. The first HyFire i think...
For around a tenner more i can get one of these MSD streetfire boxes, with adjustable rev limiter.
I'm thinking it might be more suitable for me, along with it being a new product.
Let me know what you think
http://www.street-fire.com/cdiignition.html
Jim
Regarding the ignition amps, there's now another contender.
That mallory hyfire i believe is new old stock from the 80s- hardly anything online about it. The first HyFire i think...
For around a tenner more i can get one of these MSD streetfire boxes, with adjustable rev limiter.
I'm thinking it might be more suitable for me, along with it being a new product.
Let me know what you think
http://www.street-fire.com/cdiignition.html
Jim
Yes, there's a Mallory equivalent of that too, isn't there. Frankly I'm completely at sea as to how these work! Does the capacitor discharge go directly to the plugs (ie firing rhem all at once?). Or to the distributor cap? Or to the coil?
Whilst I'm quite interested from a curiosity point of view, my instinct is that the next upgrade along from where we have been modifying conventional distributor and coil systems is to jump straight to a crankshaft triggered programmable system firing through individual coils per cylinder.
Chris
Whilst I'm quite interested from a curiosity point of view, my instinct is that the next upgrade along from where we have been modifying conventional distributor and coil systems is to jump straight to a crankshaft triggered programmable system firing through individual coils per cylinder.
Chris
corazon
Well-Known Member
There's some very positive independent reviews of the msd one, mpg increases along with throttle response.
I found this article very useful, there's a wiring diagram too
http://www.fordmuscleforums.com/ignition-articles/495460-running-points-cd-ignition-box.html
I'll probably end up taking the plunge on the MSD one due to the rev limiter.
Jim
I found this article very useful, there's a wiring diagram too
http://www.fordmuscleforums.com/ignition-articles/495460-running-points-cd-ignition-box.html
I'll probably end up taking the plunge on the MSD one due to the rev limiter.
Jim
corazon
Well-Known Member
I've just found a clear description of capacitive discharge ignitions for anyone who's interested.
"CDI systems came out about the time inductive ignitions were becoming electronic. Conventional electronic ignitions simply replaced the points with a transistor but CDI completely reinvented the way the spark is generated. Instead of slowly charging the coil then relying on it to generate its own voltage spike, capacitive discharge ignitions charge a capacitor with high voltage which is discharged through the coil to make a spark. The capacitor can charge and discharge much faster than a coil so a CDI can operate at a much higher speed than an inductive ignition. The basic components of a CDI are a high voltage power supply, a capacitor, a switch, and a coil. The construction of a CDI system is a bit more complicated but the principle is quite simple. The capacitor is connected to the high voltage supply and charged. When it's time to fire, the capacitor is connected to the coil. The high voltage applied to the primary causes current to rise very rapidly and that's where the secondary get the power to make the spark. So the coil is basically just used to step up the voltage that the CDI module produces. That, in a nutshell, is the difference between a conventional electronic ignition module and a CDI module"
Found here http://www.gofastforless.com/ignition/howig.htm
As stated previously the main reason for going this route is significantly less current across the points making them near immortal it seems.
A much stronger spark is produced, and in turn better MPG is achieved in many cases.
Proof on my car will be in the pudding
Jim
"CDI systems came out about the time inductive ignitions were becoming electronic. Conventional electronic ignitions simply replaced the points with a transistor but CDI completely reinvented the way the spark is generated. Instead of slowly charging the coil then relying on it to generate its own voltage spike, capacitive discharge ignitions charge a capacitor with high voltage which is discharged through the coil to make a spark. The capacitor can charge and discharge much faster than a coil so a CDI can operate at a much higher speed than an inductive ignition. The basic components of a CDI are a high voltage power supply, a capacitor, a switch, and a coil. The construction of a CDI system is a bit more complicated but the principle is quite simple. The capacitor is connected to the high voltage supply and charged. When it's time to fire, the capacitor is connected to the coil. The high voltage applied to the primary causes current to rise very rapidly and that's where the secondary get the power to make the spark. So the coil is basically just used to step up the voltage that the CDI module produces. That, in a nutshell, is the difference between a conventional electronic ignition module and a CDI module"
Found here http://www.gofastforless.com/ignition/howig.htm
As stated previously the main reason for going this route is significantly less current across the points making them near immortal it seems.
A much stronger spark is produced, and in turn better MPG is achieved in many cases.
Proof on my car will be in the pudding
Jim
I've said previously that I'm not too keen to see electronics mounted in the highly vibratory, hot and oily environment of the inside of the distributor. For that reason I've favoured ignition amplifiers up to now that retain the points but use them as a low current trigger to external electronics instead of the switch for the coil. This system looks as if it satisfies that side of my criteria whilst upping the anti on the pulse to the coil. So it ought to be good! I wonder why I've never heard of them before?
Chris
Chris
1396midget
Well-Known Member
All very interesting 8)
My Mallory dual point runs my V8 beautifully at the moment, it was hard to lose the pinking on part throttle (which, reading this, makes me think that this was due to the Mallory piling on the advance a bit soon).
Wee I say beautifully, there's a high speed misfire occurring that I've not had time to look at yet - it only happens flat out over about 3000 rpm so can be avoided for most of the time - there's no misfire under load, just when the rpm goes up.
As to whether this is a worn out points arrangement that would benefit from one of the systems discussed here, or whether it's a lead problem, I don't know. It did go away when I changed the plugs, but it's back now.
Hard to tell what this is - but it's not bothering me too much as it's actually saving me money as I desist from mashing the right foot. It's helped me decide that the KN needles are a bit ruch top end as it backfires like a goodun when this misfire occurs, and it didn't before the KNs were fitted
Please let us know how you get on!
My Mallory dual point runs my V8 beautifully at the moment, it was hard to lose the pinking on part throttle (which, reading this, makes me think that this was due to the Mallory piling on the advance a bit soon).
Wee I say beautifully, there's a high speed misfire occurring that I've not had time to look at yet - it only happens flat out over about 3000 rpm so can be avoided for most of the time - there's no misfire under load, just when the rpm goes up.
As to whether this is a worn out points arrangement that would benefit from one of the systems discussed here, or whether it's a lead problem, I don't know. It did go away when I changed the plugs, but it's back now.
Hard to tell what this is - but it's not bothering me too much as it's actually saving me money as I desist from mashing the right foot. It's helped me decide that the KN needles are a bit ruch top end as it backfires like a goodun when this misfire occurs, and it didn't before the KNs were fitted
Please let us know how you get on!
Almost certainly, you need Magnecor ignition leads. All V8's not fited with the absolutely highest quality ignition leads misfire to some degree at high revs. It's actually cross firing - the sprk escapes from one lead to infect others, and then there isn't enoug left to fire its own cylinder.
Chris
Chris
corazon
Well-Known Member
You can adjust the advance on the mallory, not that i've done it.
I believe it's just a case of removing the baseplate and adjusting a couple of screws
Magnecors will be first, i'll run it like that for a couple of weeks.
Then i'll add the box into the equation and we'll see the results!
Jim
I believe it's just a case of removing the baseplate and adjusting a couple of screws
Magnecors will be first, i'll run it like that for a couple of weeks.
Then i'll add the box into the equation and we'll see the results!
Jim