Oh, yes there was. Virtually all American cars and trucks used external resistors. And, because all kinds of part numbers have been combined, you can't get a tractor/vehicle specific coil any more. You have to know what you're getting. Easy to measure with an ohm meter, although I've never seen a 12 volt coil that, if it has an internal resistor, that does not have it stamped on the coil. With large engines, back in the 50s/60s when 12 volt systems became common, they needed an external resistor with a ignition by pass circuit. Starter solenoids of that era have 2 small studs, one from the ignition to energize the solenoid and one going from the 2nd stud to the coil. GM used a resistor wire and Ford/Chrysler a porcelain type. Voltage drop while cranking is significant, especially in the winter. If you were running only 9 volts thru your resistor there would only be around 6 available for the primary circuit. Even today, a lot of your solenoid replacements have the 2 studs. Again this only relevant because of the rampant part number combinations the bookkeepers have foisted on us. You must have a resistor in a 12 circuit or you will destroy your points in very short order. I taught automotive ag mechanics in the post secondary school system here in MN since 1970 and feel comfortable with what I'm talking about.
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Today's Featured Article - Tractor Profile: Allis-Chalmers Model G - by Staff. The first Allis-Chalmers Model G was produced in 1948 in Gasden, Alabama, and was designed for vegetable gardeners, small farms and landscape businesses. It is a small compact tractor that came with a complete line of implements especially tailored for its unique design. It featured a rear-mounted Continental N62 four-cylinder engine with a 2-3/8 x 3-1/2 inch bore and stroke. The rear-mounted engine provided traction for the rear wheels while at the same time gave the tractor operator a gre
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