Condenser Value

[Friartuck]

Does anyone know what the capacatance value (in micro farads) of a condensor for a four cylinder 6 volt ignition system? This is for an eight cylinder engine that uses dual ignition; two seperate sets of points, coils and condensors. The originals are shorted out (background in photo) and their packaging requires a replacement that has a mounting flange with wire to the points (candidate in foreground), all intenal to the distributor.

[Owen_Dyneto]

My 34 Packard uses what appears to be a similar system to the one you're inquring about; 6-volt, dual coil, dual point, dual condensor, with a double-ended rotor for two 4-cylinder systems. I've just been using regular universal 6-volt condensors from NAPA/Echlin for decades now, never had a problem and have experienced excellent point life (15,000 miles or so).

[Joseph P. Indusi]

A good condenser, more correctly a capacitor, for a GM 6 volt ignition system has a capacitance of .21 to .22 MFD. I think the 12 volt system would be about the same.

Joe, BCA 33493

[DWR46]

Marmon specified for their Sixteen, which used a Delco 6 volt positive ground ignition system, a condenser of .21 to .25 MFD.

[Rusty_OToole]

Chrysler six volt + ground used .25 to .28 Mfd. So it looks like they are all in the same ballpark.

It is not necessary to have the condenser in the distributor. You can mount it on the coil and connect to the wire that goes to the distributor ( the opposite end of the same wire). Some English motorcycles came this way stock.

You could put it together and check the points after 10000 miles or so. If the points are not burned the condenser is perfect. If the ground is pitted you need a stronger condenser, if the moving point is pitted you need a weaker one or maybe it is the other way around.

As long as the condenser is somewhere close, the car will run. Frankly the stock ones weren't that perfect, or maybe there are variations in the resistance of the ignition or something. I know once in a long while you got a "perfect" condenser and the points would not burn but this was rare, usually they were off one way or the other.

[Rusty_OToole]

"Burning of points results from high voltage, presence of oil or other material at the points, defective condenser or too small a gap in the points. High voltage can be caused from high voltage setting of the regulator or high resistance in the charging circuit or the third brush set too high. On third brush generators too small a gap at the points allows the points to stay closed longer resulting in the average current being high enough to allow the points to burn rapidly.

Contact pitting results from an out of balance condition in the system which causes the transfer of tungsten from one point to the other so that a tip builds up on one point and a pit on the other. The direction in which the tungsten is transferred gives an indication for correcting the situation. If the tungsten transfers from the negative to the positive point one or two corrections may be made. Increase the capacity of the condenser, shorten the condenser lead, separate high and low tension leads between the coil and distributor, move these leads closer to the engine block. If the transfer is from the positive to negative point, reduce condenser capacity, move low and high leads closer together and/or away from the engine block, or lengthen condenser lead.

Good luck with your trouble shooting. This information was taken from a Delco Remy electrical equipment book."

Borrowed from Alan Hale's web site. Now you know how to fine tune your condenser for longest point life.