This guy really knows how to teach. He has a very good delivery technique. He covers all the bases and he's easy to follow. Thank you, and keep up the good work.
That was very good and I thank you. Years back when GM began using HEI, I learned that disconnecting plug wires would usually blow a hole through the center of the rotor. The hole could be seen when holding the rotor up to a light source. Although the car would run, it did so quite poorly. 🖖🏻🍀
This guy is more valuable than a bar of gold! He explained everything i needed to know about switching and control side and healthy spark lines covering all of this information in only about 20 minutes: EXPLAINS PRECISE DETAILS OF PRIMARY WAVEFORM INCLUDING DWELL, FIRING LINE, SPARK LINE, LENGTH OF SPARK LINE, THE EFFECT OF RESISTANCE ON FIRING LINE, WHEN THE CIRCUIT IS SWITCHED ON, WHEN THE CIRCUIT IS SWITCHED OFF, TESTING CURCUIT VOLTAGE "REQUIREMENT", TESTING CURCUIT VOLTAGE "AVAILABLE", CURRENT LIMITING CIRCUITS, ETC. THIS GUY IS GOLDEN!
Me being me, I have at least a hundred questions, but hands down, any tech that has a scope and wants to analyze ignition waveforms needs to watch this video.
The spark line changes with engine load. You're only looking at it with the engine idling. As you increase load it gets shorter to the point where there's a misfire due to insufficient time.
Is it safe to say on a distributor setup that when timing advances it would require more energy to jump the larger gap between rotor tip and contact pole in cap? I'm trying to figure out why I am getting a misfire/pop in exhaust at very lite load and basically full advance.
