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T o b e fair, in p r a c t i c e a m e c h a n i c a l s y s t e m which is b o t h well designed and 100% fit is difficult to beat, even by an e l e c t r o n i c equivalent, but s o o n e r or later wear t a k e s its toll, affecting engine efficiency, and s o it n e e d s p e r i o d i c e x a m i n a t i o n and c o r r e c t i o n or even r e p l a c e ment. But o w n e r s put off having t h e c a r s e r v i c e d until it desp e r a t e l y n e e d s it b e c a u s e of exorbitant garage bills.

But oh d e a r me no. R e m e m b e r t h a t t h e p r i m a r y p o t e n t i a l is sufficient t o p r o d u c e an a r c a c r o s s t h e mec h a n i c a l s w i t c h , and t h a t t h e ignition coil as a whole, p r i m a r y included, must b e allowed t o g e n e r a t e h o w e v e r high a v o l t a g e is n e c e s s a r y to bridge t h e plug gap? We a r e t h e r e f o r e obliged t o u s e a high v o l t a g e power trans i s t o r ,' with a V ce rating° of s e v e r a l hundred volts,' and s u c h d e v i c e s a r e n o t o r i o u s l y inefficient, which m e a n s t o s a y that t h e c u r r e n t gain ( H f e) is v e r y small, m e a s u r e d in t e n s or l e s s r a t h e r than h u n d r e d s .

As S I o p e n s , c u r r e n t flow is diverted into C I , charging it. T h e i d e a is t h a t b y t h e t i m e t h e p r i m a r y v o l t a g e r e a c h e s a high level, t h e c o n t a c t gap is unattainably wide, forcing t h e coil to go for t h e plug gap i n s t e a d . T h i s has two main d i s a d v a n t a g e s : • it c o n s u m e s s o m e p o w e r which might o t h e r w i s e c o n t r i b u t e t o t h e spark, and, • it s l o w s down t h e r a t e at which t h e HT level c a n i n c r e a s e , t h e output of which t a k e s on m o r e of a milder r a m p e d pulse s h a p e r a t h e r t h a n a t r u e pulse.

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