L, I suspect any apology should be mine. I can see where my contribution may have caused confusion for others, when my foundational perspective on ignition thinking is based on old circa 70`s technology with points and condenser/capacitor mounted within the distributor, at that time the idea of introducing a coil which operated below normal battery output voltage and thus required to be fed through a ballast resistor to reduce the voltage supplied to the coil IN NORMAL RUNNING was new tec.

Now having taken a little more time in the attempt to clarify my muddling thought patterns... For me, the confusion was the mention of a ballast resistor required in an electronic system, which suggested that some aspect of the 70`s style ign system was still in use causing me to think back to basic principles..

I know nothing of Mallory systems, and in my limited experience have not come across an internally ballasted coil.

Re the wiring diagram you posted... it is of course a generic diagram, MY confusion was in relation to the ignition switch having a simple on/off function, which is not the case on the era of Morgans in question... whereas a Morgan and many other vehicles of that era, has an ignition switch having OFF/ ON /START functionality.

However the diagram is indeed applicable, in that the functionality of the ballast resistor in the circuit is identical to that of the 70`s ignition circuit I described... Just that the distributor internals are electronic and should be viewed in their own right, as a separate item, much as the ignition switch is simplified in the diagram as a simple on off switch, the distributor is in this regard an on/off switch, just that it is switching the coil on and off rapidly relative to the engine`s RPM.

The diagram also includes the other vital connection for a ballasted ignition circuit to operate correctly, and identifies that wire as "other wires connected to the coil (+) terminal if any," This wire will be the wire that supplies the coil with full battery voltage ONLY when the ignition switch is held in the START position..

Were the diagram directly Morgan related, it would show the routing and connection of that all important wire.... which COULD be fed directly from the ignition switch or any other connection which is only made live/hot when the ignition switch is held in the START position.... i.e. perhaps connected to the starter motor control solenoid SOLENOID, as can be identified on the diagram in the test card number 4, which I hope to post below..

Hopefully all that typed, the operation of this basically two function circuitry might be simplified....? The two functions being primarily to provide the strongest spark possible with a battery struggling to provide it`s usual circa 12 to 13 volts, be that due to an aged battery or even a new one, on freezing cold start conditions. The Second function being that of introducing the ballast resistor circuit to take over supplying the coil with it`s lower and designed normal operational voltage, after the ignition key is released from the START position, the ignition switch having sprung back to the ON position in normal running, thus maintaining a voltage at the coil...

Jeez A lot of words typed trying to keep things simple.... Sorry, I hope I have not further muddied the water..

I care not a jot if only three people might be reading this, if it helps any one person gain a better understanding, then that works perfectly for me...


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