eccttm · 2019-11-01 · test button – the test button is used to start the selected test. ......

ECCTTM

Instruction Manual

Mictel LLC 244N. 17th Street

Kenilworth, NJ 07033 e-mail: [email protected]

web: www.modeltetimer.com

Model T Electronically Cranked Coil Tester

V1.2 ©2013 Mictel LLC 2 e-mail: [email protected] www.modeltecct.com

ECCT Contents The ECCT contains the following items:

Quantity Description 1 Operating instructions 1 Electronically Cranked Coil Tester (ECCT) 1 Coil Probe

Patent Pending

ECCT with Coil Probe IMPORTANT! –It is the user’s responsibility to verify proper ignition timing and ensure proper timing lever position before attempting to hand crank Model T engine. Failure to verify proper ignition timing may result in serious personal injury. Ignition coils produce high voltages capable of causing personal injury or death. Do NOT touch coil unit electrical contacts or points when coil test or multi-spark test is in progress. User assumes all risks and liabilities.



IMPORTANT! – Remove ALL spark plugs from the engine prior to testing coils in car to prevent ignition and the engine from turning over. All spark plugs should remain connected to their respective coil wire and be laid on the cylinder head during coil testing. Make sure there is no source of combustible fluid or gas anywhere near any spark plug. Do NOT touch coil unit electrical contacts or points when coil test or multi-spark test is in progress.

1 ECCT Description The Electronically Cranked Coil Tester (ECCT) is used to test and align Ford and K-W Model T coil units used on 1913 to 1927 model years. It is a unique electronic instrument capable of aligning coil points with ease and precision previously unachievable with all previous tools. The ECCT permits point adjustment by coil dwell time so that each coil can be precisely adjusted to minimize coil to coil (cylinder to cylinder) ignition timing variation for optimal engine performance. Another unique feature of the ECCT is its ability to adjust each coil in its target location in the car incorporating all electrical variables in the adjustment including coil box contact resistance, wiring, battery and timer contacts. The ECCT also tests coil condenser (capacitor) for proper value as well as leakage to ensure proper spark and maximum point life.

2 Test Modes and Results Display This section describes the ECCT test modes and how to read test results on the ECCT display.

Figure 1 - ECCT Display and Buttons

1. Coil Current Display

2. Battery Voltage Display

3. Timing Error Display

4. Capacitor Value Display

5. Battery/Capacitor Test Mode

6. Coil Current/Dwell Test Mode

7. Coil Multi-Spark Test Mode

8. Test Select Button (Power) 9. Test Button

10. Test Fail Indicator

11. Test Pass Indicator

13. PC Data Connector 12. Coil Probe Connector



ECCT Buttons and Display Description 1. Coil Current Display – This display is used to indicate the current in the primary winding of the coil when the first spark fires. This display has 2 scales depending on the operating battery voltage. The top current scale is used when operating on 6V battery. The center LED coil current value is 4.25A operating on 6V, values to the right of center LED increase in 0.25A increments so the right most current LED is 4.25+1 = 5.25A. Values to the left of center LED decrease in 0.25A increments so the left most current LED is 4.25A – 1A = 3.25A. The Bottom current scale is used when operating on 12V battery. The center LED coil current value is 5.5A , values to the right of center LED increase in 0.25A increments so the right most current LED is 5.5+1 = 6.5A. Values to the left of center LED decrease in 0.25A increments so the left most current LED is 5.5A – 1A = 4.5A 2. Battery Voltage (BAT) Display – This display is used to indicate the battery voltage. This display has 2 scales depending on the operating battery voltage. The top voltage scale is used when operating on 6V battery. The center LED voltage value is 6 Volts, values to the right of center increase in 0.25V increments so the right most current LED is 6V+1V = 7.0V. Values to the left of center decrease in 0.25V increments so the left most current LED is 6V – 1V = 5.0V. The Bottom voltage scale is only used when operating on 12V battery. The center LED coil voltage value is 12.0V, values to the right of center increase in 0.25V increments so the right most voltage LED is 12V+1V = 13V. Values to the left of center decrease in 0.25V increments so the left most voltage LED is 12V – 1V = 11V. 3. Timing Error Display – This display is used to indicate how long the coil takes to charge before firing. This time is commonly known as coil dwell time and is displayed in crank shaft degrees assuming the engine turning at 1,000 RPM. Coil points are adjusted for 0 Timing Error (Center LED). A good set of coil points will fire at 0 deg timing error +/-1 degree when fired repeatedly. 4. Capacitance (CAP) Display – This display is used to indicate the value of the capacitor (Condenser) internally connected across the point terminals. The scale is calibrated in microfarads (uF) with standard values indicated. The proper value of capacitor connected across the coil points is 0.47uF. 5. Battery/Capacitor Test Mode LED – This LED is used to indicate the ECCT is in Battery Voltage and Capacitor (Condenser) test mode. This LED will blink when power is turned on and the internal 9V battery is exhausted and needs to be replaced. 6. Coil Current/Dwell Test Mode LED – This LED is used to indicate the ECCT is ready to measure coil current and dwell time needed to firing the first spark. Coil point adjustment is done in this mode. 7. Multi-Spark Coil Test Mode LED – This LED is used to indicate the ECCT is ready to initiate the coil multi-spark test to determine the condition of the points.



8. Select (Power) Button – The Select button is used to turn ECCT power on/off and to select which test to run. Press this button to power up the ECCT. Press and hold this button for 5 seconds to turn ECCT power off. Press this button momentary to change test mode. 9. Test Button – The Test button is used to start the selected test. Press and release the test button to run the selected test. 10. Fail LED – The Fail LED is illuminated if the results of a test are outside the established limits of proper operation. 11. Pass LED – The Pass LED is illuminated if the results of a test are within the established limits of proper operation. 12. Coil Probe Connector – The coil probe or coil test fixture connects to the ECCT via this connector. 13. Data Connector – The ECCT can be connected to a PC or laptop via the data connector. Optional software is available to permit remote operation of the ECCT and transfer of detailed coil test data.



3 Coil Test Preparation

Inspect coil unit points for proper mechanical alignment prior to electrical testing with the ECCT. Figure 2 illustrates proper point geometry with the Vibrator Spring pushed down to rest against the coil iron core with a pencil. Cushion Spring, A, should extend down below the Bridge Element by 0.005” to 0.010”. The gap, B, between upper and lower point contacts should be 0.030” (~1/32”). The gap can be adjusted by loosening the lock nut and turning nut C clockwise to decrease the gap or counter clockwise to increase the gap as necessary then tighten the lock nut once the specified point gap is achieved. The point contacts should meet squarely when they come together. If not, loosen the Vibrator Spring mounting nuts and position the Vibrator Spring lower contact squarely under the upper point contact then tighten the Vibrator Spring mounting nuts. Make sure the Bridge Element mounting nuts are tight. Do not over tighten vibrator spring mounting nuts or Bridge Element mounting nuts or they may sink into the coil unit wood body causing misalignment of point contacts preventing them from being square. Shims may be necessary to correct this problem. Place shims under point elements as necessary to correct for this problem.

Figure 2 Illustration of Proper Point Geometry

Bridge Element

Vibrator Spring



4 Operation – In Car Coil Unit Test and Points Adjustment Battery and Capacitor Test The car battery voltage and coil capacitor (condenser) must be within acceptable limits before the coil points can be tested and adjusted. Proceed as follows to test the battery voltage and coil unit capacitor.

1. Connect the Coil probe to the ECCT, DO NOT turn power on yet.

2. Verify ignition power and fuel supply are both turned OFF. Set the spark lever to full retard (all the way up). Clear the area of any and all combustible fluids or gas, make sure the area is well ventilated.

3. Remove ALL spark plugs from the engine prior to testing coils in car to prevent ignition

and the engine from turning over. All spark plugs should remain connected to their respective coil wire and be laid on the cylinder head during coil testing. This is also a good time to check the condition and gap of spark plugs and proper ignition timing. Make sure there is no source of combustible fluid or gas anywhere near any spark plug.

4. Turn ignition power on and hand crank the engine until Coil 1 begins to buzz.

5. Insert the Coil Probe between coil #1 and the coil box timer contact terminal with Red

side of the Coil Probe facing the coil as illustrated in Figure 3. The coil should stop buzzing when the coil probe is inserted. Note: Some coils may need to be lifted up to position the Coil Probe before pushing the coil unit back down into position.

Figure 3 In Car Coil Test with Coil Probe Inserted Into Coil Box



6. Power up the ECCT by pressing and holding the SELECT (Power) button. The ECCT powers on and measures the car battery voltage which is powering the coils during in car coil test. Verify the battery voltage is within +/-0.5V of its specified value before testing any coils. See Figure 4 showing how to read the ECCT battery voltage test display.

Figure 4 – Battery Voltage Test Display

Reading the Display The car battery voltage is displayed on the BAT scale of the upper ECCT display by a Green LED. The center scale value is the nominal battery voltage (6V or 12V) depending on which battery is installed in the car. Each LED represents 0.25V above or below the nominal voltage. The scale ranges from 5 V to 7V in 0.25V increments when operating on 6V battery or from 11V to 13V in 0.25V increments when operating on 12V battery. The battery voltage indicated in Figure 4 is 0.25V above the nominal, center scale voltage so it is 6.25V if operating on 6V battery or 12.25V if operating on 12V battery. The car battery voltage must be within 0.5V of its specified value to continue with coil test. IMPORTANT: The battery voltage must measure between 5.5V to 6.5V when operating on 6V battery or between 11.5V to 12.5V when operating on 12V battery. Batteries that test more than 0.5V below their specified value must be charged prior to coil testing.

Battery voltage is read on this scale

Battery Voltage / Capacitor Test Mode

Battery voltage is +0.25VHigh: 6.25V or 12.25V depending upon car battery voltage used

Press Select button to turn power on



7. Test the value and condition of the capacitor (condenser) next. The capacitor is wired

across the coil points so it is necessary to hold the points open for this test. Grip the outer edge of the vibrator spring and press it down to hold the point contacts open as shown in Figure 5. Do NOT touch the brass point element with your fingers since it will be counted as capacitor leakage and could fail the leakage test.

Figure 5. Hold open the points to test the capacitor (condenser)

8. With the points held open, press and release the TEST button on the ECCT to test the value and condition of the coil unit capacitor. See Figure 6

Figure 6. Capacitor Test Results for a Good Capacitor

Grip outer edge of round vibrator spring and press down to open point contacts.

Do NOT touch brass Bridge element or capacitor test may fail leakage test falsely due to leakage through fingers.

Press and release TEST button to test the coil unit capacitor

Capacitor value is displayed on lower scale in uF The value shown is 0.47uF The PASS indicator is illuminated if the capacitor is good; correct value and not leaky The red FAIL indicator will illuminate if the capacitor is bad; wrong value or leaky

Capacitor value is read on this scale



9. The green PASS indicator light will illuminate if the capacitor is good; meaning its value

is within the acceptable range and is not leaky. The FAIL LED may illuminate even if the capacitor value is correct but is leaky, allowing DC current to flow through which will degrade spark performance. Proceed with coil test and point adjustment only if the capacitor test passes.

IMPORTANT!: The ECCT leakage test is very sensitive. Do NOT touch both point elements while holding the points open or the capacitor leakage test may fail falsely due to current leakage through your fingers! Try inserting a thin piece of plastic in between the coil point contacts or holding the points open with a gloved hand if you suspect the capacitor leakage test failed due to finger contact. IMPORTANT!: Coil units which fail the capacitor (condenser) test should have the capacitor replaced. Failure to do so will result in no or poor spark performance and/or excessive point wear. The process requires removing two small wire nails holding the side cover in place and carefully digging out the tar just under the point mounting nuts to remove the old capacitor and install a new 0.47uF 400V capacitor with proper dV/dt rating such as Item 5009B available from Langs at: www.modeltford.com More information on rebuilding coil units is available from the Model T Ford Club of America series 3 videos available on their web site at: http://modeltstore.myshopify.com/products/restoration-videos



Coil Test 10. Press the SELECT button to advance the ECCT to Coil/Dwell test mode. Press the TEST

button to execute the coil test causing the spark plug to spark. The ECCT will measure and display the peak coil current at the time spark fired and the dwell time necessary to fire the spark, calibrated in crank shaft degrees at 1000 RPM. An example display for a properly adjusted coil is illustrated in figure 6.

Figure 6. Coil Test Results for a Properly Adjusted Coil

Coil Firing Current Coil current is displayed on the top COIL scale calibrated in amperes (A) and is measured at the time spark is generated providing a good indication of the spark energy. The acceptable range for coil current is the nominal center scale value +/- 0.25A. The nominal center scale value is 4.25A (6V battery) or 5. 5A (12V battery) depending on which battery voltage in use. Coil Timing Error The time required to charge the coil to the point of firing is known as dwell time. Normal coil dwell time is 0.002 seconds (2ms) operating on 12V or 0.0035s (3.5ms) operating on 6V. These dwell times are translated to ignition Timing Error and displayed on the ECCT lower scale calibrated in crank shaft degrees with center value set to the nominal dwell time labeled as 0 degree Timing Error. The scale is in 1 degree per division assuming 1,000 RPM engine operation. The acceptable range of Timing Error is 0 +/- 1 degree. Coils with Timing Error outside this range require adjustment of the coil points covered in the next section.

Press and release TEST button to test coil

Timing Error 0 Degrees calibrated at 1000 RPM

PASS LED illuminated when coil current and Timing Error are within acceptable ranges

Coil Current at the time of firing: 4.25A (6V operation) 5.5A (12V operation)

Coil Current is read on this scale

Timing Error is read on this scale



Examples of improperly adjusted coil points and suggested corrective adjustment are illustrated in Figure 7

Figures 7A, 7B, 7C-. Examples of Improperly Adjusted Coils and Suggested Adjustment

Current is 1A low Fires 2 deg early

Current is 0.5A high Fires 2 deg late

Current is 1A low Fires 2 deg early and shows a second firing commonly referred to as a “Double Spark”

Tap down on the rear of the vibrator spring support to Increase vibrator spring tension

ADJUSTMENT MEASUREMENT

Pry up on the rear of the vibrator spring support to Decrease vibrator spring tension

Pry up on the rear of the cushion spring support to Increase cushion spring tension

Figure 7A

Figure 7B

Figure 7C



IMPORTANT!: Point adjustment illustrated in Figure 7 should be done by adjusting for 0 Timing Error not coil current since engine performance depends upon ignition coil timing not ignition coil current. Figure 7A illustrates coil test results with too little Vibrator Spring tension. The coil fires 2 degrees early with a weak spark since coil current is 1A lower than typical. This can be corrected by increasing the Vibrator Spring tension by tapping down on the rear of the Vibrator Spring support with a small hammer or coil adjusting tool shown, Item 5008AH, available from from Langs at: www.modeltford.com Figure 7B illustrates coil test results with too much Vibrator Spring tension. The coil fires 2 degrees late with coil current is 0.5A higher than typical. This can be corrected by decreasing the Vibrator Spring tension by prying up on the rear of the Vibrator Spring support with a flat blade screw driver or coil adjusting tool shown, Item 5008AH, available from from Langs at: www.modeltford.com Figure 7C illustrates coil test results with too little Cushion Spring tension. The coil fires 2 degrees early with a weak spark since coil current is 1A lower than typical then followed by a second spark indicated by a second LED illuminated on the Timing Error scale. This can be corrected by increasing the Cushion Spring tension by prying up on the rear of the Cushion Spring support with a small pliers or coil adjusting tool shown, Item 5008CST, available from from Langs at: www.modeltford.com Multi-Spark Coil Test Coils that have passed the Capacitor Test and Coil Test for 0 Timing Error +/-1 deg can be subjected to the ECCT Multi-Spark coil test to determine the consistency and repeatability of coil firing. The ECCT fires the coil 100 times at the rate of 2,000 RPM while monitoring the coil current at the time of each firing and Timing Error associated with each firing then displays the current and Timing Error which occurred more than 5 times. A good set of points are capable of current variation of +/- 0.25A and Timing Error variation of +/-1 deg. Points which stick, are worn or pitted or Cushion Springs that stick will produce results with greater current variation and Timing Error variation indicating the coil is not operating consistently and requires further attention. It may be possible to clean or file the points to improve firing consistency. Points that continue to exhibit broad firing variation should be replaced.



Multi-Spark Coil Testing

11. Press the ECCT Test Select button until the Multi-Spark test mode LED is illuminated.

12. Press and release the Test button to start the Multi-Spark Coil Test. Caution: the ECCT will command the coil unit under test to fire 100 sparks at the rate of 2,000 RPM

Examples of ECCT Multi-Spark test results are illustrated in Figures 8A and 8B. Tight coil current and Timing Error grouping illustrated in Figure 8A is typical of a properly adjusted coil with good electrical point contacts. Broad coil current variation and Timing Error variation illustrated in Figure 8B indicates inconsistent firing due to dirty, pitted or sticking point contacts. Note that some current and/or Timing Error values may even be skipped during the Multi-Spark coil test with poor performing points indicating erratic behavior and irregular ignition timing. It may be possible to improve or correct erratic firing behavior by cleaning coil point elements and electrical contacts.

Figure 8A Normal Multi-Spark Test Results Figure 8B Abnormal Multi-Spark Results

13. Remove the Coil Probe and crank engine until the next coil begins to buzz and repeat steps 1 through 11 until all coils are tested and points are properly aligned for 0 Timing Error +/- 1 degree.

14. Turn off ECCT power by pressing and holding the SELECT (Power) button for 5 seconds

when finished testing all coil units. Note: The coil adjustment techniques described in this section should be sufficient to adjust coils that have with good capacitors and proper point geometry. Information on repairing and rebuilding Model T coils is available from the Model T Ford Club of America series 3 videos available on their web site at: http://modeltstore.myshopify.com/products/restoration-videos

Broad ranges of coil current and Timing Error sometimes skipping values

Tight ranges of coil current and Timing Error well within the +/- 0.25A or +/- 1 deg limits with no skipped values



5 Operation – Coil Unit Bench Testing IMPORTANT!: Make sure there is no source of combustible fluid or gas anywhere near the coil under test that could be ignited by electrical spark. Shock Hazard: Do NOT touch coil unit electrical contacts, coil points or Test Fixture Spark gap when coil test or multi-spark test is in progress. User assumes all risks and liabilities. Coil units can be tested on the work bench with the optional ECCT Coil Test Fixture and AC Power Supply. The advantages of work bench testing coils are:

No need to crank engine to coil firing position or remove spark plugs Fixture preset ¼” spark gap tests coil for internal arcing External power supply convenient and always ready to test coils Convenient location to connect ECCT to PC or laptop for precision coil adjustment

Optional ECCT Coil Test Fixture and AC power supply are illustrated in Figure 9. The Test Fixture connects to the ECCT via modular cable included with the Test Fixture. The Coil Probe is not used when testing coils with the ECCT Test Fixture. Coil test and adjustment is otherwise the same as described previously in Section 4.

Figure 9 ECCT with Optional Coil Test Fixture and AC Power Supply



6 Operation – Computer Interface Detailed coil data and fine tuning is possible with the optional ECCT Computer Interface and Analysis Software. The ECCT connects to a PC or Laptop computer with a standard USB port. The ECCT Software communicates with the ECCT providing full control of all tests and displays the following information: Capacitor Test:

Actual capacitor value in uF Leakage resistance in Ohms

Coil Test

Actual coil current at the time of firing in Amps Spark energy produced in Joules Exact coil dwell time in milliseconds Exact timing error in crank shaft degrees at 500, 1000, 1500 and 2000 RPM

Multi-Spark Coil Test:

Coil firing consistency and repeatability Number of times the coil fires in each current range Number of times the coil fires in each timing error range

Figure 9 ECCT with Optional Coil Test Fixture and AC Power Supply



7 Glossary A – Amperes; unit of measure of electrical current Capacitor – An electrical component connected across the coil point contacts inside the coil unit used to increase spark performance and limit arcing across the point contacts reducing wear. Condenser – An old name for a Capacitor. Dwell Time - The time required for the coil to build up current sufficient to pull open the points causing the spark plug to fire a spark. ECCT – Electronically Cranked Coil Tester LED – Light Emitting Diode; indicator light produced by a small solid state device much more efficient than incandescent bulbs consuming less power and generating less heat. RPM – Revolutions Per Minute Timing Error – The position of the crank shaft when the coil unit causes the spark plug to spark relative to the nominal firing position measured in degrees with engine operating at 1,000 RPM. uF – microfarad; unit of measure of a capacitor V – Volt; unit of measure of electrical potential

8 Maintenance The ECCT is powered by a standard 9V battery. The BAT/CAP LED will blink if the internal 9V battery is exhausted and requires replacement. There are no user serviceable parts inside the ECCT. Malfunctioning units should be returned to the manufacture for repair.

9 Warranty The ECCT is warranted against defects due to faulty workmanship or materials for a period of one year from the date of purchase. Units found to be defective during the warranty period will be repaired or replaced, at the discretion of the manufacturer, without charge. Proof of purchase and a Return Authorization are required.

10 Safety Warning It is the user’s responsibility to verify proper engine ignition timing and ensure proper timing lever position before attempting to hand crank a Model T engine. Failure to verify proper ignition timing may result in serious personal injury or death. Ignition coils produce high voltages capable of causing personal injury or death. Do NOT touch coil unit electrical contacts, points, or test fixture spark gap when coil test or multi-spark test is in progress. Remove ALL spark plugs from the engine prior to testing coils in car to prevent ignition and the engine from turning over. All spark plugs should remain connected to their respective coil wire and be laid on the cylinder head during coil testing or coil unit damage may result. Make sure there is no source of combustible fluid or gas anywhere near the coil unit spark plugs or coil test fixture that can be ignited by electrical spark. User assumes all risks and liabilities.

eccttm · 2019-11-01 · test button – the test button is used to start the selected test. ......

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