OrangeS1

Since Aldon does not specify the operation of their "Ignitor" ignition system other than claiming it will work from with a power supply of 6V. to 16V. DC, one can't be absolutely sure of what it's actually doing. However, similar systems that replace breaker points with a magnetic trigger usually are set so that the magnetic trigger interrupts the coil current for a fixed amount of time for every ignition event. That means that the current is interrupted for a fixed period of 8 to 10 milliseconds per spark event. At low speeds, the coil will draw almost as much current as if it were simply connected directly to a battery and the average current will gradually decrease as RPM increases. This means that the "effective dwell time" is increased at low engine speeds, unlike a mechanical point system. This does allow for more average current through the coil and more "coil saturation", but also increases the power being dissipated in the coil and the heat load. For this kind of a system, having the coil in a cool location is critical. Measuring the "engine stopped" current and then the "engine running" current and communicating those numbers back to Aldon, should give them the info to know if the trigger pulse length is correct for your device. Changing the primary polarity will not reduce the heat load, but will give a correctly polarized spark which will work better with worn plugs.

It sounds like the coil polarity is reversed. The coil terminal marked (+) should receive direct battery voltage from the ignition switch (no ballast resistor) and the (-) terminal should go to the Aldon switching module in the distributor. The voltage on the (-) terminal should change as the engine turns over and the module switches the coil on and off. Since it's a complex waveform ( a switched square-wave with a big inductive "kick" the voltage indicated on a meter will very much depend on the type of voltmeter that is used. A analog meter (one with a moving pointer will average the reading , but a digital meter will be totally confused with the waveform and will give an essentially meaningless reading. It's possible that the Aldon unit is not switching the coil circuit off for a long enough interval (similar to having too much "dwell" on an old fashioned mechanical breaker point based system). It might be worthwhile to connect an ammeter (analog only - 10 amp range) in series with the coil (+) terminal and measure the CURRENT when the engine is not cranking and then cranking and/or running.

"heh, 620 is chump change" Yikes! I can almost smell the burning rubber already. Suggestions: 1. An open account at The Tire Rack 2. Wheelie bars 3. Lot's of insurance 4. A good friend who's a traffic court judge Nick (170 Zetec horses gets me in enough trouble)

The new Vette ZR1 has a clear window in the hood, but all you can see is the top of the air to water intercooler sitting on the LS9. The blower is completely buried and the blue valvecovers can't be seen. Mazda, the 620 hp, dry-sump LS9 looks a little tall to stick in a seven, but "where there's a will, there's a way". Nick Superformance S1 #0056

Thought I'd post a water color rendering I made of my S1 using Corel Painter. Nick S1 #0056http://www.usa7s.com/aspnetforum/upload/2119676300_IMG_0724_CW.jpg

Yep! Right down to the white Smiths gages. Just shows what impeccable taste we both have. Re: 850 Spyder: Can't think of a better car to use as a "learning experience". Nick S1 #0056

"Your mileage may vary." I owned the first yellow and black X-1/9 delivered in Chicago. It was almost totally reliable as a daily driver and racked up 30K miles in the first two years. The handling was amazing, especially considering it had tires with only a 145mm section width. The only issue was that once it popped a coolant hose in the engine compartment resulting in a huge cloud of steam coming out of the engine cover. Not as much fun as a Seven, but still a great driver's car. Traded it for a VW Scirocco that had dismal reliability. Mostly electrical gremlins. Still have the special tools needed to change the valve shims on the X-1/9. Ah, the "good old days. The X-1/9 was also way more reliable than its predecessor, a mechanical injection 2002. My "Seven" has been on jackstands a lot more than the FIAT. Sorry for the off topic tangent.

Watches arrived today via USPS. Thanks Mazda for all the work involved. Much appreciated. Happy motoring.

What a great design! I'm in. (2) men's + (1) womens Nick