Many thanks to the forum for all the pearls of wisdom, for my ignition dilemma. With what has been aforementioned, taking heed of this, concerning testing for insulation across my open and closed points. I am happy to state, that after taking my points terminations apart, and smearing silicon sealant in and around the hole in the tab that the terminal bolt passes through a couple of days ago. I can now confirm that testing across open and closed points with ignition leads and condensors removed. That the points are reading upon a continuity scale on a test meter. Open at infinity no circuit between the moveble point contact and ground. The moment the F1-4 mark aligned with the index mark. It remained open to the point the F2-3 F mark came around to align with the index mark. The points 1-4 went closed circuit until 180 degrees later when the F1-4 mark came around to align with the index. When they went open circuit.
This is a change from what was happening before which prompted me to sign up to the forum.
Bouyed by this I tested for a spark across a plug to ground, on both coils. Given the daylight was becoming dusk. I fitted a charged car battery with attached jump leads to my battery HT cables. I turned on the ignition, pressed the starter button, the engine spun over rapidly. Oil light went out and I saw faint sparks going across the electrode on my test spark plug. The fact they are faint is because the condensers are preventing arcing, the speed the engine was being turned over, the gap across the tip of the plug. If it is normal for a weak looking spark. I will put the tank on tomorrow and put fuel in and try to get it to run? One more thing, I am concerned there is too much suppression on the coil HT leads. The fact is the plugs are R type NGK with a 5 kohm resistor built in and the suppressor caps are also 5kohm resistor meaning each coil is subjected to 10kohm additional resistance.is this a cause for concern?
