Vertex/ Ronco/ Scintilla Magneto for a six cylinder Healey

[TFR1]

Just thought I would try to find a magneto to fit my BN4. Not a lot of luck finding Vetrex Magneto and Austin Healey in the same paragraph.
Is it a bad idea that has been tried by others?

TFR1

 

[EV2239]

No reason not to, but why bother.

 

[TFR1]

A friend has one in his XK120 and I like the way it looks. I have no reason other than I have never seen one in a Healey. A Vertex mag was available for just about anything in the 50's. I still see them in old Hot Rods from time to time and find them an interesting curiosity.

TFR1

 

[Randy Forbes]

The primary advantage of a magneto, was the car didn't have to have an electrical system per se; racecar could be push/pull started and no need to carry an onboard battery (dictating a mechanical fuel pump, tach & oil pressure/water temperature gauges). Think of it as another generator hanging on the side of the engine__they're heavy too, with field magnets, armature, etc.

With today's technology, you can buy a far superior means of sending voltage to the sparking-bolts than with a magneto, since you're already carrying a battery for lights, the starter and fuel pump anyway.

If you're just going for the looks, then there's no rational counterpoint possible, but otherwise, "why bother" indeed?

 

[TFR1]

"Why bother?"

I have never approached a car project with that thought! I suspect that few others here do either.

TFR1

 

[Randy Forbes]

"Why bother?"

I have never approached a car project with that thought! I suspect that few others here do either.

TFR1

I'll break it down.

Pro: looks cool (I agree)

Con: heavier, by several factors, than a distributor
as a magneto, there is inherent drag requiring more horsepower to spin than a distributor
increased parasitic drag means increased wear on cam and distributor drive gears, and more load on the timing sprockets and chain
(oil pump drive runs off the same cam gear)
for the same or less money, you can get a Mallory d/p or electronic distributor ignition with rev-limiter functions and other benefits

So it looks cool, and that is its only advantage for anything short of a quarter-mile special. But hey, all is not lost, here's a distributor that looks like a magneto (like putting an ///M badge on a 318i, but maybe it fools somebody...): https://www.jegs.com/i/Vertex/830/550000/10002/-1

So why bother spending money and effort on a hot-rod device that has no potential to increase performance, and could possibly reduce reliability__

 

[Roger]

There's a brisk trade among old car owners, where magnetos were original fitment, in distributors that look like them and fit in their place.
Magnetos are horrible fussy things with weak sparks.

 

[Michael Oritt]

This would look cool too:

 

[EV2239]

There's a brisk trade among old car owners, where magnetos were original fitment, in distributors that look like them and fit in their place.
Magnetos are horrible fussy things with weak sparks.

Thats been my experience, but don't aeroplanes use them successfully. Perhaps modern ones are okay.

 

[Patrick67BJ8]

Thats been my experience, but don't aeroplanes use them successfully. Perhaps modern ones are okay.

I recall dual mags on the older aircraft, non-jet engines, and both were checked during run up before take off by switching back and forth between the two to be sure they were working. I think the mags on aircraft are a higher standard of quality, at least I hope they are.

 

[TFR1]

Yes, but I also get to put in a "Kill Button"

TFR1

 

[Bob_Spidell]

I recall dual mags on the older aircraft, non-jet engines, and both were checked during run up before take off by switching back and forth between the two to be sure they were working. I think the mags on aircraft are a higher standard of quality, at least I hope they are.

Dual mags are still standard on most piston-engined general aviation aircraft. Timing is usually fixed at 20deg BTDC, and both (should) fire simultaneously, and you usually get a 75-100RPM drop from 1,800-2,000 RPM when doing the mag check.

 

[Patrick67BJ8]

Dual mags are still standard on most piston-engined general aviation aircraft. Timing is usually fixed at 20deg BTDC, and both (should) fire simultaneously, and you usually get a 75-100RPM drop from 1,800-2,000 RPM when doing the mag check.

maybe dual mags can be out on a Healey? Just think of the attention you'd get in the parking lot checking the mags before heading to the street. (I'm not serious here, but...)

 

[John Turney]

Yes, but I also get to put in a "Kill Button"

TFR1

You can still put in the button. If someone asks what it's for, the standard reply is "If I told you, I would have to kill you."

 

[Roger]

Dual mags, fine for 2000 rpm. Not great for a Healey, methinks!

 

[vette]

maybe dual mags can be out on a Healey? Just think of the attention you'd get in the parking lot checking the mags before heading to the street. (I'm not serious here, but...)

Gee, what are those two switches for?..........fuel pumps.