We appreciate the testing! One important test is missing: how the distributors perform at higher RPMs, for example at 3000-4000RPM. Most distributors only produce strong sparks at low RPMs, while it is also important at higher speeds. The 123 has a regulated dwell time. Basically, it tries to keep the coil charge time constant, independent of the RPM. This means that the sparks also have enough energy at higher RPMs (within the limits of the coil). If you have a question, just let us know!
Why can't you're ignition run HEI low resistance coil, like a GM 4 pin HEI module? I'm trying to understand how your ignition works. Does it have a model & transistors to charge the coil?
@@chrispompano The 123ignition system is designed to work with inductive coils ranging from 0.8 to 3 ohms. It features adaptive dwell technology, which adjusts to maintain consistent charging time across all RPMs. This ensures a strong, high-power spark at any engine speed. All measurements, including RPM, vacuum etc is done with solid state electronics (no moving parts). The timing is accurately determined by a microcontroller and controls a power transistor, specially designed for ignition coils. While low-ohm coils, such as those used in HEI systems, require high current to store energy for powerful sparks, the 123ignition is already capable of delivering high-power sparks with standard coils. As a result, we didn't need to design the system to specifically support low-resistance coils like HEI or transistor-based types. When replacing your original distributor, it's likely also time to replace your worn-out coil. With 123ignition, you can easily switch to a coil within the 0.8 to 3 ohm range, depending on your engine configuration. Coil Selection Guide: 2-4 cylinder engines: 3 ohm primary resistance 6 cylinder engines: 1.5 - 2.5 ohm primary resistance 8 cylinder engines: 0.8 - 1.4 ohm primary resistance
Really fantastic!!! How did I miss your channel? I am a chemical engineer but a little over 18 months ago I was hit and wrapped around a telephone pole while riding my 1957 Harley Panhead to work. As I recovered I decided that I want to do something I love the rest of my life . I am starting a welding, fabrication,foundry and machine shop specializing in pre war high performance and race cars mainly of the boat tail racer and Brooklands category. I am in the states and our access is kind of limited since we do not have a Brooklands. I am starting my TH-cam channel with a 1928 Morgan Aero RIP GN Special, Then a 1937 MG K3 Monoposte 6 cylinder supercharged Magnette Boat tail. I repair, rebuild and restore magnetos and am actively looking for some vintage Sun equipment that has a distributer tester . Your channel has rapidly become one of my favorites . Matt Pumphrey's channel has to be on anyone's list but he hasn't posted in 11 years.
Good test for output. What makes an enormous difference to the performance of an engine though, is the control and accuracy of the timing and curve. Especially with drivability. This is where no distributor is anywhere near the 123!
The spark gap has an ionization potential that depends only on the width of the gap. That's the height of the fence that the spark must jump, so they will all be the same as long as they can ionize the gap. Widening the gap tests the maximum voltage that the trigger and coil can reach.
I think the mobilec should have afitting over the cam which has 4 or 6 strip magnets and there was a plastic feeler gauge to set it up. On a rebushed distributor with little or no wear these were brilliant. The problem was if there was too much spindle bush wear or incorrect gap adjustment the pickup got wiped out. Spindle wear did not affect the luminition as it was optical and so became the ignition of choice. In my opinion not the best performer but far more tolerant to wear and so more reliable.
I just picked up that very same distributor machine. Just learning how to use it . I would like to see how you have it wired to test the electronic ignition system. Good video.
That is so awesome. I have been looking for old Sun equipment as well as a magneto and distributer machine. I am in the states and rebuild, repair and restore magnetos. I am starting a TH-cam channel soon with a 1928 Morgan build but I am also developing a new type of magneto that I am going to build on a small basis at first and then see what the demand is. Where are you located?
![[#2024MAMA] BIGBANG (빅뱅) - 뱅뱅뱅 (BANG BANG BANG) + FANTASTIC BABY | Mnet 241123 방송](http://i.ytimg.com/vi/EQsYfiPR9uM/mqdefault.jpg)
We appreciate the testing!
One important test is missing: how the distributors perform at higher RPMs, for example at 3000-4000RPM. Most distributors only produce strong sparks at low RPMs, while it is also important at higher speeds.
The 123 has a regulated dwell time. Basically, it tries to keep the coil charge time constant, independent of the RPM. This means that the sparks also have enough energy at higher RPMs (within the limits of the coil).
If you have a question, just let us know!
Why can't you're ignition run HEI low resistance coil, like a GM 4 pin HEI module?
I'm trying to understand how your ignition works. Does it have a model & transistors to charge the coil?
@@chrispompano
The 123ignition system is designed to work with inductive coils ranging from 0.8 to 3 ohms. It features adaptive dwell technology, which adjusts to maintain consistent charging time across all RPMs. This ensures a strong, high-power spark at any engine speed.
All measurements, including RPM, vacuum etc is done with solid state electronics (no moving parts). The timing is accurately determined by a microcontroller and controls a power transistor, specially designed for ignition coils.
While low-ohm coils, such as those used in HEI systems, require high current to store energy for powerful sparks, the 123ignition is already capable of delivering high-power sparks with standard coils. As a result, we didn't need to design the system to specifically support low-resistance coils like HEI or transistor-based types.
When replacing your original distributor, it's likely also time to replace your worn-out coil. With 123ignition, you can easily switch to a coil within the 0.8 to 3 ohm range, depending on your engine configuration.
Coil Selection Guide:
2-4 cylinder engines: 3 ohm primary resistance
6 cylinder engines: 1.5 - 2.5 ohm primary resistance
8 cylinder engines: 0.8 - 1.4 ohm primary resistance
Really fantastic!!! How did I miss your channel? I am a chemical engineer but a little over 18 months ago I was hit and wrapped around a telephone pole while riding my 1957 Harley Panhead to work. As I recovered I decided that I want to do something I love the rest of my life . I am starting a welding, fabrication,foundry and machine shop specializing in pre war high performance and race cars mainly of the boat tail racer and Brooklands category. I am in the states and our access is kind of limited since we do not have a Brooklands. I am starting my TH-cam channel with a 1928 Morgan Aero RIP GN Special, Then a 1937 MG K3 Monoposte 6 cylinder supercharged Magnette Boat tail. I repair, rebuild and restore magnetos and am actively looking for some vintage Sun equipment that has a distributer tester . Your channel has rapidly become one of my favorites . Matt Pumphrey's channel has to be on anyone's list but he hasn't posted in 11 years.
Cheers for that, answered so many questions,Id like to see the difference between the 4,6 and 8cyl using the same manufacturer at different revs
Good test for output. What makes an enormous difference to the performance of an engine though, is the control and accuracy of the timing and curve. Especially with drivability.
This is where no distributor is anywhere near the 123!
Good comparison project well presented without hype or nonsense. 👍
wow , i remember tuning cars years ago as an apprentice on that same very crypton machine
It's a great machine. Are you still a mechanic?
Very interesting, thanks for uploading.
The spark gap has an ionization potential that depends only on the width of the gap. That's the height of the fence that the spark must jump, so they will all be the same as long as they can ionize the gap. Widening the gap tests the maximum voltage that the trigger and coil can reach.
I think the mobilec should have afitting over the cam which has 4 or 6 strip magnets and there was a plastic feeler gauge to set it up. On a rebushed distributor with little or no wear these were brilliant. The problem was if there was too much spindle bush wear or incorrect gap adjustment the pickup got wiped out. Spindle wear did not affect the luminition as it was optical and so became the ignition of choice. In my opinion not the best performer but far more tolerant to wear and so more reliable.
I just picked up that very same distributor machine. Just learning how to use it . I would like to see how you have it wired to test the electronic ignition system. Good video.
That is so awesome. I have been looking for old Sun equipment as well as a magneto and distributer machine. I am in the states and rebuild, repair and restore magnetos. I am starting a TH-cam channel soon with a 1928 Morgan build but I am also developing a new type of magneto that I am going to build on a small basis at first and then see what the demand is. Where are you located?
Sadly I do remember the mobelec, good review plenty of info
Glad you found it interesting!
I've learnt somthing new
Put a rubber hose on the end of the spark plug gapper so you can adjust it while it´s running.
Hi - I have a Powerspark EI on my 1973 VWT2 Bay, it runs great but I don't have the vacuum on my distributor. Does it need a vacuum set-up?
@@bobmurphy9380 You only need the vacuume for idle and on very low load it increases efficiency. So the short answer is no, you don’t need it.