Re: Please help, coil, power pack??? No spark
Note: A fuse that keeps blowing indicates a dead short. Bypassing it can result in a deadly fire.
The pulsepack provides voltage "TO" the coil via that blue wire.
The wire that leads from the pulsepack to the timer base under the flywheel...... you can unplug that at its connector and by tapping the pulsepack end of that wire's metal end to the powerhead simulate the opening and closing of the ignition points which would cause the coil to fire/spark if everything else is as it should be.
Other areas to look into pertaining to that type ignition............
(Point Setting Of Battery Capacitance Discharge)
( Ignition Models - 1968 thru 1972)
(Some have points - Some do not)
(Joe Reeves)
The points must be set to .010 but no wider than .010..... BUT in some instances due to a possible slight inaccurately machined crankshaft lobe or a slight offset of one set of points, a setting slightly less than .010 would be required as follows.
Whether the crankshaft has two or three lobes, when setting the points, check the setting of the points on each individual lobe by rotating the crankshaft by hand.
You may find that setting one set of points to .010 on one lobe, then turning the crankshaft to the next lobe, the gap measures .011 or .012 (too wide). This is where you would need to close that gap down to the required .010. A gap too wide can result in a ignition miss when throttle is applied.
Bottom line, pertaining to the point setting at the various lobe locations____ .010, .010, .009, is okay____ .010, .010, .011 is not!
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(Voltage Drop To Battery Capacitance Discharge)
( Pulsepack When Electric Starter Is Engaged)
(J. Reeves)
On the older Battery Capacitance Discharge ignition systems (1968-1972), the electric starter reaches a point, even with a top notch battery, whereas the starter will draw excess voltage/current/whatever which results in a voltage drop to the pulsepack. The cure is to purchase a diode which is capable of handling 12 volts and installing it between the starter terminal of the starter solenoid (NOT the battery cable terminal) and the wiring terminal that supplies voltage to the pulsepack.
The diode must be installed so that the current flows from the starter terminal of the solenoid to the pulsepack... NOT vice versa. When that diode is installed in this manner, when the key is turned to the start position, the voltage that is applied to the starter is also applied directly to the pulsepack via the diode effectively eliminating the voltage drop and energizing the pulsepack with the required voltage needed for its proper operation.
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(Battery Capacitance Dischage Powerpack Test)
Various OMC Engines - 1968 to 1972)
(J. Reeves)
Purchase a small 12v bulb at your local automotive parts store (the 12v bulb is to look like a flashlight bulb, not a headlight bulb). Solder two wires to that bulb, one to the side of the bulb (ground), and the other to the positive point. You might use a bulb of a somewhat lower voltage to obtain a brighter glow... just a suggestion.
Remove the spark plugs. With the key in the on position, make sure that you have 12v going to the pack at the terminal block (purple wire). Now, connect the ground wire from the bulb to any powerhead ground. Connect the wire from the positive point of that bulb to the powerpack wire that is connected to the coil wire on the terminal board (blue wire).
Crank the engine and observe that bulb closely (CLOSELY!). If that bulb glows even the slightest bit, the powerpack is okay. It may be a very dim glow... just so it glows! If it doesn't glow, the pack has failed.
