That looks like a standard Slick 4 cylinder aviation magneto with added gaskets and seals for wet conditions. There are basically two adjustments to be made, namely the E-gap and the timing. E-gap sets the point opening when the magnetic field is being reversed as the rotor magnets swap poles. This accelerates the field collapse as the points open. Without the crescent shaped tool specially made to set the E-gap I would not mess with the points. As far as the condenser is concerned. In 30 years as an A&P I don't think I've ever encountered a bad Slick condenser on a flying aircraft. This is a feed-thru condenser which serves as an electrical noise supressor. Check it with your ohm meter. It should not be shorted and in high range should show a brief bit of continuity as it charges up. The timing lights used in aviation do not use DC continuity but rather an AC voltage, high enough in frequency to NOT pass easily thru the high inductance of the coil. When timing the distributor you need to rotate the mag so a notch on the little gear points straight up towards the coil, then with the pin locking the rotor gear for the correct rotation, mesh the gears while putting the back cover on. I believe you have an impulse coupling on that mag. I would have verified the mag by placing a short wire in one of the nipples with a spark gap to the housing and then turn the coupling so it snaps over. If you saw a spark then I would leave it be internally. But, this is your party and I'm just a fly on your wall.
I watched a video on setting the points with the E gap tool so I will try to find one of them. Good information on the timing light because I wasn't sure what the instructions with the mag were talking about. I was snapping the mag over and checking for spark like you said and it had great spark in the beginning but faded out with use. When checking the slick condenser with a meter it was very slow to charge and the new condenser did make the unit spark properly again. I wouldn't have thought about replacing the condenser if I hadn't seen where Cassler was having problems. If you buy a complete engine from him the mag will already be converted to an external condenser. Thanks for the information!
Just my 2 cents worth. The condensor thats 1987 is maybe better than what ya can get now. Condensors are very reliable. Sevral times i have replaced a perfectly good part and got a junk new part. I like the build its getting close.😊 spoke too soon LOl
I really hadn't planned on changing the condenser but it did quit working while I was testing the mag. When testing the original condenser with a meter it is very slow to take current. Much slower than the new condenser and when I put the new condenser on there I went back to having a nice hot spark.
@@xpsgarage I am a A&P and that's what that type of coupling is called in the aviation world where your Slick Mag comes from. Aircraft engines have two mags, one is usually Impulse coupled to assist with starting. I am surprised that you are relying on single ignition as I believe the 4 cylinder flying VW's are modified with twin spark plugs per cylinder keeping the distributor to fire one bank of plugs and the mag for the second. Other option is some form of electronic Ignition triggered from a crank position sensor. If your single mag fails you are landing.
@@mikeyoung965 More good information. I new that dedicated airplane engines used dual mags but did not know only one had the impulse coupling for starting. Dual ignition would be nice but it's not usually used when trying to meet ultralight specs because of the weight. On the older Rotax engines you had to go all the way up to the 503 before dual spark was even an option. Unfortunately engine outs happen in the ultralight world so having a landing area in mind is always important. I remember years ago in a seminar at Oshkosh a Hummelbird pilot was telling the story of having to make an emergency landing on one of the streets in Oshkosh. He had a spark plug wire fall off of his 1/2 VW.
This is really looking good.
Played with mags and I've been bit by them 😊
That looks like a standard Slick 4 cylinder aviation magneto with added gaskets and seals for wet conditions. There are basically two adjustments to be made, namely the E-gap and the timing. E-gap sets the point opening when the magnetic field is being reversed as the rotor magnets swap poles. This accelerates the field collapse as the points open. Without the crescent shaped tool specially made to set the E-gap I would not mess with the points. As far as the condenser is concerned. In 30 years as an A&P I don't think I've ever encountered a bad Slick condenser on a flying aircraft. This is a feed-thru condenser which serves as an electrical noise supressor. Check it with your ohm meter. It should not be shorted and in high range should show a brief bit of continuity as it charges up. The timing lights used in aviation do not use DC continuity but rather an AC voltage, high enough in frequency to NOT pass easily thru the high inductance of the coil. When timing the distributor you need to rotate the mag so a notch on the little gear points straight up towards the coil, then with the pin locking the rotor gear for the correct rotation, mesh the gears while putting the back cover on. I believe you have an impulse coupling on that mag. I would have verified the mag by placing a short wire in one of the nipples with a spark gap to the housing and then turn the coupling so it snaps over. If you saw a spark then I would leave it be internally. But, this is your party and I'm just a fly on your wall.
I watched a video on setting the points with the E gap tool so I will try to find one of them. Good information on the timing light because I wasn't sure what the instructions with the mag were talking about. I was snapping the mag over and checking for spark like you said and it had great spark in the beginning but faded out with use. When checking the slick condenser with a meter it was very slow to charge and the new condenser did make the unit spark properly again. I wouldn't have thought about replacing the condenser if I hadn't seen where Cassler was having problems. If you buy a complete engine from him the mag will already be converted to an external condenser. Thanks for the information!
Just my 2 cents worth. The condensor thats 1987 is maybe better than what ya can get now. Condensors are very reliable. Sevral times i have replaced a perfectly good part and got a junk new part. I like the build its getting close.😊 spoke too soon LOl
I really hadn't planned on changing the condenser but it did quit working while I was testing the mag. When testing the original condenser with a meter it is very slow to take current. Much slower than the new condenser and when I put the new condenser on there I went back to having a nice hot spark.
It is called an Impulse Coupling.
What kind of silly name is that?? I prefer springy thing. LOL. Seriously thanks for the information.
@@xpsgarage I am a A&P and that's what that type of coupling is called in the aviation world where your Slick Mag comes from. Aircraft engines have two mags, one is usually Impulse coupled to assist with starting.
I am surprised that you are relying on single ignition as I believe the 4 cylinder flying VW's are modified with twin spark plugs per cylinder keeping the distributor to fire one bank of plugs and the mag for the second.
Other option is some form of electronic Ignition triggered from a crank position sensor. If your single mag fails you are landing.
@@mikeyoung965 More good information. I new that dedicated airplane engines used dual mags but did not know only one had the impulse coupling for starting. Dual ignition would be nice but it's not usually used when trying to meet ultralight specs because of the weight. On the older Rotax engines you had to go all the way up to the 503 before dual spark was even an option. Unfortunately engine outs happen in the ultralight world so having a landing area in mind is always important. I remember years ago in a seminar at Oshkosh a Hummelbird pilot was telling the story of having to make an emergency landing on one of the streets in Oshkosh. He had a spark plug wire fall off of his 1/2 VW.