Recently, you did a short piece on ignition leads and spark plugs: Workshop basics, I think it was. And now Dave, (with his foray into changing leads on the fuel-injected five-litre Holden engine) has ‘plugged us in’ to life before we had individual coil packs. Dave’s ignition lead job on his Holden V8 is right up there with the three hours it used to take to change a Mini 850 fan belt on the side of the road.
But on the subject of hightension and ignition leads, there was a time when we mechanical people (who knew little about volts and resistance and stuff ) would throw our carbon-core leads away after a spark-plug change and fit copper core wire ones. The reason being that invariably the core of the carbon lead had been fractured when we removed the leads and the engine ran worse with the new plugs in than it did with the old ones.
“MY MATE BONDINI USED TO RECKON DRUM BRAKES ARE AS GOOD AS DISCS, BUT HE WAS TECHNICALLY MAD”
Our electrica l logic was such t hat one didn’t care if t he resistance was not correct at each plug, at least wit h t he copper wire, t he bugger f ired on a ll eight and ran like a dream. Of course, on job completion, if said vehicle happened to have a radio f itted, you had yourself a bit of a stat ic issue ensuing from t he generator.