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Author Topic: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....  (Read 13936 times)

Offline webby1

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #45 on: October 27, 2017, 06:46:27 PM »
So you disagree that resonance between the cap and primary exist and help us get a stronger, longer lasting spark due to the LC oscillation producing multiple sparks rather than 1 spark. Just wondering because you didnt mention anything of the cap and primary as an LC when the switch opens that will ring after the primary collapse currents charge the cap to over 100v.   Do you have a coil and cap and a scope?

Mags

Mags
In regards to a points and condenser ignition system, I view it as a single pulse resonant exchange,, it does matter on what the goal is and in this case it is to initiate a chemical reaction within the combustion chamber.


Scope?? Don't really need it,, I spent a few decades staring at the exact thing you are discussing,, I actually just threw away my old Sun Scope Analyzer with IR exhaust gas analyzer as well as all the usual stuff.


Do you want to use a Multi-Spark-Discharge,, they make those as aftermarket for the older engines,, in which case you could use the LC to keep things going.
Those patterns look nifty on a scope,, HEI systems look nifty as well,, either single or pulse trains all nice and crisp vertical lines consistent firing lines,, way better than points :)


Free Energy | searching for free energy and discussing free energy


Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #46 on: October 27, 2017, 07:43:00 PM »
ok.  I posted this thread in response to MHs request to do so from pm. The argument from Mh was he said there is no resonance in the circuit with or without the cap, in response to my claim of gain in the output, the spark, we get by way of this resonance. So I gave us the thread to talk about that and for him to be able to put his views forward along with mine.  Well he took it all the way to say that I dont understand the circuit at all...


I could care less about using the circuit for anything. It is just a resonance gain example.

I am claiming that we get a gain in output with the use of resonance. This is just an example of that fact, and also the speaker in a ported tuned enclosure is an example of that. So we have 2 very good examples where we can apply resonance and obtain appreciably more output than the circuit, or speaker box without resonance and just working on their own.... What does this have to do with anything?  Well if we start with a device that is very eff in the first place and we can apply resonance to that eff system, it just may take us over 100% eff, thus a very possible path to OU.  The speaker and sub thread explains how we can obtain more eff just by adding more drivers with the same input for each case from 1 speaker to 2 speakers, then to 4, then to 8, then to 16.  Each time we do so we increase 3db output with the same level of power input for each.  Pulse motor with 1 coil with 1w in. add another coil and adjust the Pin to the same input Pin and the motor becomes more eff in output.  4 coils more out. 8 coils more out. All without changing the Pin for each

I dont want discussions on that here. Those can be had in the speaker thread.

If some dont get that, then you just dont for what ever reasons you guys wish to conjure up.  Cant help ya there.

mags
« Last Edit: October 27, 2017, 10:52:27 PM by Magluvin »


Offline MileHigh

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #47 on: October 27, 2017, 08:22:01 PM »
So I did more looking around, on Google and also specifically to do searches for pdfs on Google.  And I looked at YouTube clips and read several different forum board threads on this subject.

It's apparent that there is a lot of uncertainty and confusion about what the capacitor does beyond protecting the points from spark discharges and if there is a plasma-producing/sustaining resonant ring-down.  I would say only about 10% of the sources I looked at talked about a plasma-producing resonant ring-down and my confidence in the technical knowledge of those sources was fair to poor.

What I learned was the size of the capacitor will affect the ignition timing because the cap accepts the initial inrush of current when the points open and then reaches a voltage point where the current flow stops/the plasma ignites so obviously a larger capacitor will delay the onset of the ignition spark.

The ignition system we are talking about is a "Kettering ignition system" that dates from 1917 and was used in cars up until the mid-Seventies.  It was also branded as the "Delco ignition system."  It is Patent US1223180.  I was too tired to read the patent but string searches on "resonant," "resonance," "oscillation," and "ringing" show no results.

My original reference was the "Delco Remy electrical equipment" book and it looks like it originated in the 1950s and I view it as very credible.

The most credible new piece of information I found was a thesis from 1971 written for the Naval Postgraduate School in Monterey, California.  It's about newer capacitor discharge ignition systems but it also reviews older generations of ignition systems.  The relevant information starts on page 25.  There is no mention of a resonant  plasma-producing or plasma sustaining ring-down when discussing the actual plasma spark generation.  He does mention that the capacitor rings with the primary, but not with respect to the generation of the plasma spark.

http://www.dtic.mil/dtic/tr/fulltext/u2/742933.pdf

A disadvantage of the Kettering system is that at high engine RPMs there is less time to keep the contacts closed so you get a weaker spark.  That's where dwell angle advance systems come in to compensate whick TK also made reference to.

My conclusion from looking online is that there is no plasma producing or plasma sustaining resonant ring-down between the capacitor and the ignition coil primary.  And of course I mentioned several times that you could simply check for yourself with a sniffer pick-up coil (very carefully).
« Last Edit: October 27, 2017, 10:23:13 PM by MileHigh »

Offline MileHigh

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #48 on: October 27, 2017, 08:41:39 PM »
Quoting myself:

<<< Here is a thought that occurred to me:  Is it possible that without the capacitor a hell of a lot of energy is burnt off in the points sparking when they open?  And then when you add the capacitor the elimination of the point sparking means you have more magnetic energy in the core and that's the reason you get a bigger spark?  I view that as a long-shot but you never know. >>>

I also saw several references to this online and some of them were credible.

So is this the "so simple that you were too dumb to think of it" explanation for the much stronger spark when you add the capacitor?  In other words the reason was right in front of our noses but we were bind to what we saw and heard?

If this is true then my "manufactured solution" with the "direct battery-plasma reaction" was just a bunch of hogwash because I was looking for an explanation based on the battery providing the "extra energy" for the more robust spark.

So here is the question:  Is the spark energy being greatly reduced without the capacitor because the supplied battery energy is being drained away in the arcing across the points?  The way to answer this is to do a test on the bench.

So, can anybody suggest a bench test to check for this?

I am good at this type of stuff and it took me about 20 seconds to come up with an easy test.


Offline MileHigh

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #49 on: October 27, 2017, 09:11:31 PM »
I will review the idea that I had about the "direct battery-plasma reaction."

If you ignore the other dynamics taking place, then there is a lot of reason to believe it may be valid.  It's like you can imagine the engineering department in an ignition coil manufacturer where they joke about how nobody knows about the "big secret" about the how the more robust spark is actually generated when you add the capacitor.

Case in point:  In the old 386 (486?) processor days, you had to buy an add-on "numerical coprocessor" to give the 386 floating-point capabilities.  There was a socket on every motherboard for the "numerical coprocessor."  And the truth was the "numerical coprocessor" was a complete brand new 386 with an included floating-point multiplier and when you added the new chip the original 386 was simply turned off.

So, going back to the ignition coil, what do you think happens when you connect a 12-volt battery to the primary and there is a 500-ohm resistor on the secondary?  More specifically, people that play with circuit simulation programs may want to try something, and it would be easy if there is already an ignition coil model.  Or you make one with a primary, core, secondary with 100x the turns of the primary, and coupling coefficients and all that stuff.

If you did a simulation where for say three milliseconds you connected an ideal voltage source of 12 volts to the primary, and you had a 500-ohm resistor on the secondary what would you get?  Well, (1200/500) equals 2.4 amps into a 500 ohm resistor which is 1200 watts on the secondary.  So that means (1200/12) = 100 amps drawn on the primary.

Because three milliseconds is a relatively short time, I don't think the ignition coil core wold have any saturation issues.  But, all of that could be checked on the simulator.  This all has to do with how a transformer reacts to a "step function" of x seconds with a load on the secondary.  It can't pass the step function from the primary to the secondary indefinitely, because transformers don't work with DC.  But a three millisecond pulse is a different story.

So there might still be some life in the "direct battery-plasma reaction" and one more time I believe that this can be confirmed with a very simple bench test.  So any ideas for a test?

Free Energy | searching for free energy and discussing free energy

Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #49 on: October 27, 2017, 09:11:31 PM »
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Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #50 on: October 27, 2017, 11:07:28 PM »
I have been fishing around online.  Now I am going to sort of play devil's advocate.

http://classicmechanic.blogspot.ca/2011/03/ignition.html

Here is a comment from somebody:

<<< Bingo! The condenser is connected across the points. When the points closs, the condenser voltage is clamped at zero, and current from the battery "charges" (via a building magnetic field), the primary side of the coil. When this is complete, the current flowing through the coil is now constant. When the points close ((MH:  He means open)), the condenser has two functions. One is to shunt the current which because of the collapsing primary coil sides magnetic field, wants to continue to flow, and would otherwise arc and quickly ruin the points. This probably wouldn't be a danger, because without the condenser, the ignition won't work. The condenser is charged up (voltage wise), by the current flowing from the coil because of the energy stored in the now collapsing magnetic field. This current flow quickly charges the capacitor, and then the capacitor then sends current back to the coil. This continues with each back and forth current swing being smaller. This is called wringing  ((MH: ringing)). The first cycle or longer (at a certain frequency), is what induces a corresponding (but higher) voltage and current that creates the spark at the spark plus. So the condenser protects the points from arcing, and allows a rapid and oscillating discharge of the primary coil, and that is necessary for generating a strong spark. Without the condenser, the spark would be weak or not even there. F on the schematic, F on the explanation.  >>

So, he thinks there is resonance and is basically confirming what you are saying.  So let's examine this more closely.

Would you agree that it's the core of the ignition coil that is the main energy storage component and the capacitor is not a major player in the energy storage?  You have made references to the "tiny capacitor" so I think that you would.

This guy says the cap charges up, and then rings down with the primary and you get a more robust spark.  If this is true then with your plasma sensor loop connected to your scope channel you would have to see a decaying oscillation.  This assumes the plasma stays "lit" the whole time as you get the ring-down that sustains the spark.  In other words, the ringing has to be fast enough such that the plasma stays lit the whole time.  If the plasma goes off and then on, that represents sharp on-off switching of the current and you should see a series of "ticks" on the plasma sensor loop.  Let's assume either way is perfecty viable.

Now here is the problem:  If there is a sustained but decreasing level of magnetic energy in the core then any ringing doesn't make sense.  The reason I am saying this is as follows:  Okay, the cap is charged to it's maximum voltage and it's time to change direction of the current flow.  Well, when the cap discharges into the primary, you will simply get magnetic flux cancellation inside the core with "north" annihilating "south."  So the capacitor would simply "magnetically short itself out" when it tried to reverse the direction of the current flow and discharge.  You would simply reduce the magnetic energy in the core by a chunk.

So what are we left with?  The only thing we are left with is that the capacitor can only reverse the current direction and "swing back" after the initial plasma burn is done and the core has been completely drained of magnetic energy.  And now you face a problem if you assume that the magnetic core of the ignition coil can store way way more energy than the capacitor, even when the capacitor is charged to 300 volts.  And note on the first "swing back" the capacitor has to do several things, 1) pump power into the core that is immediately burned off in the plasma burn, and 2) recharge the battery.  It really sounds like it's not going to fly.

So the conundrum is that the capacitor is "tiny" and is only really there to protect the points.  It's not supposed to be a big energy storage device to sustain three or five or ten "resonance cycles."

Here is a thought that occurred to me:  Is it possible that without the capacitor a hell of a lot of energy is burnt off in the points sparking when they open?  And then when you add the capacitor the elimination of the point sparking means you have more magnetic energy in the core and that's the reason you get a bigger spark?  I view that as a long-shot but you never know.

I still say the fat spark has to get its extra energy from the battery and that could be confirmed through measurements.

Again - there are lots of problems with the supposed resonance mechanism when you examine it.  And right now I am doing the thinking work that you are supposed to be doing.  I don't think you are thinking things through.

If you use a nice spring-loaded SPST switch like I said and then get nice consistent small sparks without the cap and nice consistent big fat sparks with the cap, then you can use the sensor coil near the HV output like I said.  If you get a decaying sinusoid during the fat sparks, or a series of fast ticks during the fat sparks, that would tell you right away that resonance is in play.  If you get a single "on tick" and a single "off tick" that would tell you that the plasma burn is a single unidirectional pulse of current.  One more time, you should be thinking of this stuff by yourself.

Will get back to the rest of this post tonight, but looking at the page link you have provided, I have serious issues with the circuit they present...

First off, they have a conductor shorting the capacitor.   And the cap is not across the switch!! lol  like I said before, possibly in PM and not here yet, there are a lot of ign circuits that are totally incorrect online. And this is just 1 example of such...

Mags

Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #51 on: October 27, 2017, 11:19:25 PM »
Just approved your 3 new posts MH.  Brad will just do it anyway soo.... Whatever..

Go ahead and post freely.  Ive accomplished my point here and I may not be able to go over them all or even reply to them if it is going to be tons of them. 

But go ahead and fill the pages as you like and all of the important stuff will be left behind in the beginning pages.. That was the big reason I wanted to moderate these threads from the beginning. But now you have brad to set you free and do what you do so well... 

I will talk to Stefan about a new topic where I have moderation privileges alone once Im ready to show what we really can do with resonance... Just to keep the real important stuff threads clean. ;)

Mags
« Last Edit: October 28, 2017, 01:39:05 AM by Magluvin »

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #51 on: October 27, 2017, 11:19:25 PM »
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Offline MileHigh

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #52 on: October 27, 2017, 11:47:30 PM »
I don't really have much more to say.  I don't believe there is resonance like you believe and it's up to you if you want to do my suggested tests or do tests of your own to prove your case.  And I am hinting at some simple tests at the end in the form of a pop quiz.  Can you develop some simple tests to answer some basic questions?

And you may be making a classic mistake where you call reduced losses in the circuit a "gain."

Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #53 on: October 28, 2017, 01:37:36 AM »
I don't really have much more to say.  I don't believe there is resonance like you believe and it's up to you if you want to do my suggested tests or do tests of your own to prove your case.  And I am hinting at some simple tests at the end in the form of a pop quiz.  Can you develop some simple tests to answer some basic questions?

And you may be making a classic mistake where you call reduced losses in the circuit a "gain."

Lol   Bah, your suggested tests?  After you put together your imaginary full of garbage explanation of the circuit post(first one I approve for you in this thread), you think I should follow your lead in a test??

Im not going to waste my time on a test that is padded and loaded to block any resonance that could be had.  Just as you did in your full explanation of the circuit.

If you want to call it a reduced loss, Im fine with that.  It is still a gain by way of reducing the loss. The inherent loses  of the circuit without the cap are what they are. Losses .  lol. Your words are a treasure for me to use against you.

I wont block any of your posts here. You now are officially back in the forum..  But now you will have to msg brad to approve your posts from here on in. I will not moderate this thread, one way or another any longer. Im now just waiting for brads description of how the circuit works. I want to see where he goes with it... If he is on the same page as you, then I will reply with due diligence..

Congratulations, you have the stage. ;) Happy mucking.  ;D

Mags

Offline tinman

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #54 on: October 28, 2017, 02:18:41 AM »
The main point of the thread, stated in the first sentence of the first post, was to talk about how resonance in this circuit can give a gain.

But hey, why wait to explain your knowledge.  As Tesla said, there is no better time than now.

Maybe I havnt put it all in order of operation, and is spread out among posts, but there was a reason for that in my arguments as I go along. If MH has his version that is suppose to be correct and my reasons are not, then why give him all there is to know on my end, when he says I dont know at all what is going on? The end result is the cap increases the coils efficiency without a cap in place where it should be.. See MH first thought that the system didnt have a cap at all, and that I added it as a modification. So I let him ride with that. So initially I could tell he knew nothing about them. But then he applied his thoughts to it and came up with a page of things that had to be argued as it was bad in many places.


So please give us your version.  It would be on topic. If you think I dont know for sure how the process works then please correct me. if you have read it all then you should know my version. I dont think it will change the fact that the cap oscillating with the primary after the switch is open helps us get a much better spark in all aspects by way of resonance.  Resonance doesnt give us anything more MH is claiming, and he further tried to deny that resonance even exists in the circuit in his theory, and even ignored the inductance effects in the whole of his explanation other than there is transformer action and thats it, let alone also ignoring the fact that when the switch is open that the primary due to its own field collapes currents will charge the cap to possibly over 100v( some ign systems from around the world have differing results on that) to initiate the LC ring. Thats why I had said the resonance is initiated by the primary otherwise how would the cap get it high potential to begin with.

Mags

Mags

In regards to your comment that i would only approve MHs comments anyway-->only if his comment was on topic,and of a descent nature.
I hardly ever get on the forums anymore anyway.

Ok,regarding the topic at hand.

The condenser serves many purposes,and here is one to think about.

We all know that if we remove the condenser ,we get very erratic engine running--back firing through the carby-and all sorts.
But how could the timing be that advanced that it would backfire through the carby?..

First thing to do,would to be to look at the ignition coil,which is just a transformer--what is it's rated output voltage?
Most are between 30,000-40,000 volt's
So,the average supply voltage(battery voltage) when an engine is running,is around 14.4 volts.
Lets say our coil is one of the 30,000 volt one's.
The average turn ratio in an ignition coil is around 100:1

So in a transformer sense,100 x 14.4 would give us a voltage of 1440v at the secondary when the points close.-->Remember,we are talking about normal transformer voltage produced here,and not flyback voltage produced across the secondary--which is where the 30,000 volts comes from.

Most plug gaps are between 1 and 1.2mm
It takes 1000v per mm to form an arc within the environment of the engine cylinder  ;)

What roll dose the condenser play here in this one example?.


Brad

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #54 on: October 28, 2017, 02:18:41 AM »
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Offline MileHigh

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #55 on: October 28, 2017, 02:54:07 AM »
Quote
Im not going to waste my time on a test that is padded and loaded to block any resonance that could be had.

Change the ugly knife switch for a spring-loaded SPST switch to get a better more consistent spark with and without the capacitor and use a sniffer coil to check what is going on with the ignition spark on the secondary output.  That's a "padded and loaded" test?

Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #56 on: October 28, 2017, 03:53:11 AM »
Mags

In regards to your comment that i would only approve MHs comments anyway-->only if his comment was on topic,and of a descent nature.
I hardly ever get on the forums anymore anyway.

Ok,regarding the topic at hand.

The condenser serves many purposes,and here is one to think about.

We all know that if we remove the condenser ,we get very erratic engine running--back firing through the carby-and all sorts.
But how could the timing be that advanced that it would backfire through the carby?..

First thing to do,would to be to look at the ignition coil,which is just a transformer--what is it's rated output voltage?
Most are between 30,000-40,000 volt's
So,the average supply voltage(battery voltage) when an engine is running,is around 14.4 volts.
Lets say our coil is one of the 30,000 volt one's.
The average turn ratio in an ignition coil is around 100:1

So in a transformer sense,100 x 14.4 would give us a voltage of 1440v at the secondary when the points close.-->Remember,we are talking about normal transformer voltage produced here,and not flyback voltage produced across the secondary--which is where the 30,000 volts comes from.

Most plug gaps are between 1 and 1.2mm
It takes 1000v per mm to form an arc within the environment of the engine cylinder  ;)

What roll dose the condenser play here in this one example?.


Brad

Well I suppose that it was just coincidence that you happened by to approve MHS posts(2 out of 3 of them at first, then a bit later approving the 3rd one, that happened to be in between the first approved initially). That has me thinking he asked you to do so. And then said"hey you forgot one!! ::) ::) Like super man you appear, after what you say "I hardly ever get on the forums anymore anyway."  Just sayin.... ::)
Do as you wish. It is your responsibility here now. Im out on the moderation thing in this whole topic. Its all yours. Do as you will... Or is it Mhs will...


First thing I see, Is you come here as some authority on this, claiming that you havnt seen anyone fully describe the circuit yet. Well then if you are really 'in the know' about these ignition systems as they really should be, then 'you should know' that there is suppose to be a ballast resistor in series with the primary which would bring the actual coil voltage down to 6-7v, not this 14.4v as you clearly state here.  So you dont know what your talking about either. ;) Otherwise you would clearly know that the voltage across the coil could never be 14.4v as you stated it should be. And then you do some 100:1 calculations and so on.   ::) The only thing you got right there was the 100 to 1 ratio. Thats not hard to find in a quick search....



So what kind of alternators do you guys have down under that 14.4v is an average supply voltage?  Most that I see are 14v and under, closer to 13.5v. Have not seen any that do above 15v(unless it is a special after market unit that gives that), what you would say here, above average voltage. ::) ::) Anyway, I just wonder. Maybe they are that way there.. ill look it up 'to see for myself'. ;)


So now we get to the meat... 


"So in a transformer sense,100 x 14.4 would give us a voltage of 1440v at the secondary when the points close.-->Remember,we are talking about normal transformer voltage produced here,and not flyback voltage produced across the secondary--which is where the 30,000 volts comes from.

Most plug gaps are between 1 and 1.2mm
It takes 1000v per mm to form an arc within the environment of the engine cylinder  ;)

What roll dose the condenser play here in this one example?."


So ok. we will go with your professional opinion that the voltage across the primary is fantasy land 14.4v. If your still ok with that.. ??? ;)

Now you say that when the switch closes and we are now putting 14.4 fantasy volts across the primary, and that the normal transformer would produce the also fantasy 1440v at the secondary output, AND then your "Most plug gaps are between 1 and 1.2mm", AND your "It takes 1000v per mm to form an arc", Then why does the spark not occur when the points close and only appear when the points open? ??? ??? ??? ?? Clearly you are stating that the gap in the spark plug is the proper distance of 1-1.2mm and that 1000v can jump 1mm and the sec develops 1440v that should be able to jump that gap of 1mm and even 1.2mm!!!  Did you read that?? Read it again! 

lol  You do not know what you claim to know brad. Simple as that you do not know.  ;) ;) It is just MH bullshit from start to finish... Do you still stand buy all that you have said here? ??? ??


So dont ever come into MY thread and tell me how it is, acting as if I dont know, unless you really know what your talking about. Because I will tear it up with your own words just like I did with MH. 


So then you finally say "What roll dose the condenser play here in this one example?."

From what I just exposed of your supposed authoritative knowledge on this subject, and you with all your vids on gas engines and such, I have no idea where you are going with that last question of "What roll dose the condenser play here in this one example?."  No idea at all.  Even if you had it right in all the other parts of your post, Im still at large with your question of the caps roll here by going on your supposed in depth description.    ::) ::) ::)

Your description is full of holes and far from complete as to ask that last question and and expect an answer based on the rest of your description. More MH handywork. ;) ;) ;) ;) ;) ;)


Ever since you had the problems that occurred for you because of your presenting info on you rotary transformer, you appear to be someone else now. You are not the same guy I once respected here before all that. I dont know exactly what happened then, but I do know some. But what ever it was and however hard it hit you, you are a different guy now.  Since then I have seen you do this same thing you have done here in your post. You barge in and slap down some stuff that just aint right at all and say its conclusive, move along folks, nothing more to see here. And I truly believe your conversations here on this would end on that note if I hadnt put you in your place just now..

Sorry brad, but it is what it is..

Mags

edit   Was saving this to blow away a response to this post, but couldnt wait  ;D
The rest of my reply is at the top of the next page...
http://overunity.com/17482/the-old-standard-ignition-system-battery-coil-points-and-condenser/msg512321/#msg512321
« Last Edit: October 28, 2017, 11:17:05 AM by Magluvin »


Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #57 on: October 28, 2017, 03:59:39 AM »
I see your post waiting for approval MH. You will have to wait for your side kick brad to approve your posts from now on.  Im not really interested in your bullshit side winder talk any longer. So sit and wait for your buddy to come to your beck and call.   Im done here with you.  Clearly a waste of time putting this thread up for your twisting of reality as you have shown in your description of this circuit..

Mags

Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #58 on: October 28, 2017, 04:02:47 AM »
You have brad do your tests MH.  Im not doing anything for you.  Just a simple response to your yet to be approved post.

Mags


Offline Magluvin

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #59 on: October 28, 2017, 04:12:42 AM »
One thing i am going to do here in MY thread daily, starting tomorrow, is post the links to MHs and brads descriptions and the links to my replys after the fact. Just so they dont get lost in the mess you are using to cover those up as people forget soon enough. Right M?? 8) Well Im going to keep reminding the readers, every day... And if Brad moderates ME because of it? I will have a nice discussion on this with Stefan and get brad off of moderation here. With all the facts of what is going on, Im sure I can make that happen.  ;)

I have made screen shots of the posts and page saves that i talk about above. So if brad does a hilary clinton and 'wipes' the thread of all that, I still have the proof that it existed.. I take that idea from Tk. He does that also, and some others.

Mags

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Re: The Old Standard Ignition System. Battery. Coil. Points. And Condenser....
« Reply #59 on: October 28, 2017, 04:12:42 AM »

 

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