cank Trigger Electronic Ignition Section
Okay, so you've got a fancy carburetor or fuel injection, custom-machined billet cylinder head, larger valves, high performance camshaft, forged piston, billet connecting rod, steel crankshaft, etc., but you're still running the old-fashioned points and condenser ignition system? Use the latest state-of-art technology! Upgrade to Crank Trigger Electronic Ignition for durability and to be truly competitive on the track!
This is the era of modern wonders, where everything is transistorized, digitized and miniaturized. Yet even today, many garden tractor pullers still use breaker point ignitions on their garden pulling tractors. For other people, the frustration of attempting to keep a breaker point-fired tractor in peak running condition has been enough of a reason to join the electronic era. Breaker point systems do have some positives, though. Points are cheap and somewhat easy to install. And many pullers are comfortable with setting-up their points. But for the utmost precision ignition timing and maintenance-free convenience, crank trigger electronic ignition is the way to go!
Tired of changing or constantly adjusting the ignition points? Convert to electronic ignition! For improved performance, easier starting, and less moving parts to leave your tractor dead on the track. Shock and moisture resistant, and all it takes is a few simple hand tools to install. In my opinion, getting rid of the points and condenser has been the best advance ever in engine technology.
Virtually Any Engine Can Be Converted To Crank Trigger Ignition!
If an engine is connected to a battery (and if it has a charging system to keep the battery fully charged for prolong use), and if there's room on the PTO end of the crankshaft for the trigger disc, and a place to mount the bracket for the magnetic pickup coil, then the engine can be converted to crank trigger ignition!
Stable ignition timing is a necessity in high performance engines. In most cases, a points ignition will do just fine, but when you start making big time horsepower with extreme cylinder pressures and higher rpms, the timing is critical to both the performance and life of the engine. The ignition must be triggered at a precise time in relation to the position of the piston during the compression stroke. However, the timing can get erratic or fluctuate at higher rpms with the points system, due to camshaft end play, clearance in both the crank and cam gears and mechanical flexing that takes place through the camshaft support pin, especially when using a high lift cam with very stiff valve springs. In fact, if you ever checked the timing on your engine with camshaft-operated points using an inductive timing light, you may have noticed that the timing marks will fluctuate or "jump up and down" a few degrees. And it'll fluctuate more as the engine rpm increases. This won't happen with crank trigger ignition. It totally eliminates spark scatter or fluctuations and erratic timing problems common with point ignitions. With crank trigger ignition, the "tighter" the main bearings are, the more stable the timing is.
The crankshaft knows exactly where the piston is, plus it is the most stable component in an engine in relation to piston position. That's why a crank trigger ignition is so important in high-horsepower/high rpm engine applications. With this ignition, you get absolutely stable timing with ± 1/10th of a degree of accuracy from 0 to 15,000+ rpm without missing a beat (depending on the size of the transistor in the control module). The ± 1/10th of a degree is the result of the clearances in the main bearings. With a quality electronic ignition control module, crank trigger ignition will work flawlessly even if your engine can turn up to 100,000 rpms! Because it works as fast as electricity can travel. With crank trigger ignition system, you can set the ignition timing and forget it!
Crank trigger ignition is when the mechanical breaker points and condenser are totally eliminated and replaced by solid state transistorized circuitry. Actually, it works on the same principle as the electronic ignition that's used in the older automobiles (before computerized ignition systems). The conventional points ignition system is considered as old-fashioned technology by today's standards. Even the [high dollar] aftermarket adjustable ignition plate that's made for Chevy points is considered old-fashioned by today's standards!
Using points versus crank trigger is up to you. Personally, I prefer the crank trigger setup because it's very reliable and virtually maintenance free. Points are always burning and getting out of adjustment. Points always go bad or wear out. The contacts on points can get dirty, worn, burnt, oily (oil seepage from the crankcase), out of adjustment, wet (whenever the tractor is washed off or rained upon) or even oxidized (light corrosion). The use of a high performance ignition coil can shorten the life of points. And the condenser can go bad. Because a high performance ignition coil draws more amps from the battery, they will sometimes burn a good set of ignition points in a short time. But high performance ignition coils have no effect whatsoever on the Chrysler or Ford electronic ignition control module (ECU), even if two coils are used. And crank trigger ignition is much safer than points. Because ignition points creates a spark (which is normal), there's always danger of a fire if there's ever a fuel leak. The only spark that occurs with crank trigger ignition is at the spark plug's tip.
Typical Ignition CoilAt very high rpms (well above 4,000 rpm), with conventional points and condenser ignition, the ignition coil operates at about 80% efficiency. The same is true with high performance coils because they require more amps. But with crank trigger ignition using the Chrysler or Ford electronic ignition control module, any type of coil operates at 100% efficiency at any rpm, which produces a much hotter and stable spark. This is why General Motors refers to their 1974 to 1986 electronic ignition as HEI, or High Energy Ignition. The reason there's a hotter spark is because at higher rpms, there's no condenser to break down the voltage in the primary circuit in the coil. Plus, with crank trigger ignition, the duration of each spark lasts about twice longer (longer spark time), than with point ignition.
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