BALLAST RESISTORS
A ballast resistor is used in series between the battery and the coil primary winding in order to reduce the current in the coil during normal running. They have a low resistance when cold and a higher resistance when hot. This means that the coil current is high for running when cold and then falls off to a level where it does not overload the points. A motor that runs very rough with about 1000 miles on the points, especially when hot, but then runs OK for 1000 miles on new points, could be missing the ballast resistor. Without the resistor the coil will also run hotter and its life will be shortened as a result.
There is usually a by-pass system built into the starter circuit which shorts out the resistor for initial start-up.
G.M. use a by-pass circuit in the solenoid on the starter motor. Ford use a separate starter relay.
Chrysler use a circuit in the ignition switch.
Which ever system is used, they all momentarily connect full battery voltage to the wire between the resistor and the positive terminal of the coil. This connection can be at the resistor or the coil.
Since the early '60s, G.M. has used a stainless steel wire that looks like a normal wire, instead of the ceramic encased wire wound resistor used by Ford and Chrysler. If this steel wire has been cut or spliced into at any time, then it is ruined and must be replaced with a complete steel wire or a normal wire with a universal ceramic resistor spliced in. Wires connecting the resistor should be at least 16-gauge.
The exception to all this is the General Motors HEI units which have a special current limiter circuit inside their amplifier module. So in the HEI system, there is no ballast resistor.
By MoparKev (Kev) on Thursday, March 01, 2001 - 02:15 pm:
Dave, Could you give us some Ohmic values and their applications, IE Standard electronic ig standard coil, hi power coil, MSD Etc.
By David Robson (Dave) on Thursday, March 01, 2001 - 02:32 pm:
I think I have something somewhere. I will look them up tonight.
I am not an autoelectrician. I am just pretending.
By MoparKev (Kev) on Thursday, March 01, 2001 - 02:45 pm:
You are doing a fine job!
By David Robson (Dave) on Friday, March 02, 2001 - 11:12 am:
Kev!
I have decided to put in a full ignition fault finding bit when I have finished doing background stuff on the components. This will include expected voltages and ohm readings at various points. Can you wait for that or do you need something now?
I will cover everything including plugs over the next week or so.
By David Robson (Dave) on Friday, March 02, 2001 - 02:44 pm:
Changed my mind. I am adding fault finding as I go. Can't lay my hands on ballast resistance values just yet but will post them here when I find out more. I might have to add a bit about dual resistors etc if I can work out what that is all about!
I do know that the primary of the coil can run higher currents with an electronic ignition because you have no worries about causing the contact points to burn or pit. So the ballast resistor is usualy smaller in electronic ignition systems. I think. More later when I have scratched my head.