:eek:
They also skip how it works - cooling off at higher speed thus allowing more current at higher rpm, and that compensates for less time available to saturate. This is right out of the Chrysler tech bulletin on pages 4-5 Ignition System Analysis 1969
And again in the era electronic ignitions
"This protects the ignition coil against high current flow at low engine speeds"
If it wasn't needed, Chrysler and Ford would have saved a heck of a lot of money. LOL. GM's HEI module controls the current. Can't tell you how many guys on the IFSJA forum had problems after following the 'hot tip' for swapping in a "TFI Coil" and bypassing the resistor wire. Works for bit, and then it doesn't.
"In their electronic ignition systems Chrysler utilized a dual ballast resistor,"
Only partially correct. Single ballasts were also used.
The dual resistor was to protect the ECUs as explained on this page 1973 Chrysler Electronic Ignition Diagnosis and Repair (Session 312)
So removing a the ballast resistor on those Chrysler boxes will send them to an early grave. I'm sure the magazine will give those owners a refund :rolleyes:
