Engine Accessories Operation Page 49

SECTION EIGHT ­
MAGNETO SERVICE PRACTICES

MAGNETO SERVICE gine model is known, some idea of the application can be
e""ined by referring to Application 1-4- Replacement In­
Since a magneto is a preCISIOn type instrument, it
formation-in the Fairbanks Morse Service Manual.
should be serviced by expert technicians who are thor­
oughly familiar with this kind of work. Major overhauls Field service work should be limited to spark tests,
should be undertaken only under suitable shop condi­ adjustments and minor repairs. Such work can be done
tions, where the special tools and equipment specified by by the operator of the engine, provided careful attention
the various manufacturers are at hand. is given the directions accompanying the magneto.
A complete service routine applicable to each of the
many makes and models of magnetos encountered in the TESTING THE IGNITION SPARK
field cannot, of course, be established, but an attempt is The ignition spark can be tested in several ways, but
made to set up a general outline of service work. The it should be remembered that a spark produced within an
procedures described should serve as a foundation for engine cylinder with the fuel mixture compressed is not
the specific service instructions issued by the individual identical to a spark produced by the same equipment in
magneto manufacturers. open air.
As a whole, magneto adjustments and repairs can be
Probably the best field test of ignition spark strength
classified in two groups: field service and shop service.
is provided when a short air gap is added to the standard
gap of the spark plug and then making the ignition spark
MAGNETO FIELD SERVICE
jump both gaps. This test must be made while the engine
The prime requisite of field service work is that the is operating, but it is quite easily accomplished by hold­
make and model of the magneto be completely and ac­ ing the end of each high tension cable in turn about 1/16"
curately known before going out on the job. Service away from its spark plug terminal. If the spark plug
Stations who use a card file of magneto installations in continues to fire in the cylinder, the strength of the igni­
their territory, together with a record of service work tion spark can be assumed sufficient. Unless the spark
performed to date (Figure 119), find their field service plugs are in good condition, an ignition spark test such
work considerably simplified. If only the tractor or en­ as this is of little value.

(LOAI2.0)

~OOI! OO~@Ut~I!OO ~i!Jl)J>I!~Q~rnrnWil©rn ~~~~il@~

NAME ~
,/447/(;) PHONE /t/.3J-K~f'
ADDRESS eJfq,¥ ~ (a/~~'~~¥7 1"&)
APPLICATION )1tp4" ~ 2I~d I'y" ...~ (;9t~)
MAGNETO MFR. tt};u.Jr.iAw&.. )nr'r...u.. ~ MAGNETO MODEL F /'1Z 4.1f ¥
PURCHASED FROM li?d ~ k p . WHEN J/-/- 40 SERIAL 110. ~/3()t..3?
1/
MAGNETO SERVICE RECORD

DATE I BRIR. PTS, I COIL I CONDENSER I OVERHAUL I OTHER WORK I CONDITION LCHARGES
.3 -/-t/ ~ ~ if y y
t'~~ ,f~, Uc>

c:I .. /-t..J ~ o-R "h.ur hA­ >to- ft...-..L ~oo

J,·lo .. ~3 uK ~ ),.-­ M-­ I/)b.
, ~ 3.£1 tJ
4-,;/o-u/ ~ )z.u..r­ Jw..r ~ y ~ /~-, cO

'1-/J- L!>­ ,,~ O/t' O"""R fA." ~d~t

-, }/C-d ,;(.(J()

Flpre 119-Card Reeord of Magneto Service Work

~ ~I

Page 50 Engine Accessories Operation

TESTING THE MAGNETO SPARK the magneto assembly and hold them in a vise during
the resurfacing operation. Breaker points should be
Remove the high tension cables from the magneto out­
cleaned with a petroleum solvent, using a small brush
lets and insert a short piece of stiff wire in one of the
such as a toothbrush. Oil and grease of any kind must be
outlets. Bend this wire to within l/S" of the engine block.
kept away from the points.
Crank the engine slowly and watch carefully for the
In cases where the contact surfaces cannot be renewed
spark discharge which should occur at the instant the
satisfactorily, or when there appears to be excessive wear
impulse coupling releases. Several turns may be neces­
of the breaker arm rubbing block, the breaker point
sary before the impulse spark for the particular outlet
assembly should be replaced by an entire new set. Im­
under test is located. The test should then be repeated
proper functioning of the breaker arm actuating spring,
for each of the remaining terminals. If a strong spark
a loose fit or any indication of binding at the pivot bear­
is observed at each terminal, no dismantling of the mag­
ing are other reasons for complete replacement.
neto should be begun until cables, spark plugs and ter­
The recommended contact point gap must be ascer­
minals have again been thoroughly inspected.
tained from the magneto manufacturer's specification,
If no spark is observed, a carEi!ful examination of the
and the points should be adjusted to within approximate­
ground switch and ground cable should be made as the
ly ± .001" of this figure. An accurate feeler gauge should
first step towards loca ling the difficulty.
be at hand and should be used carefully (Figure 120) in
determining the point separation. The value given ~or
CARBON BRUSHES
the contact point opening is defined as the separation of
In opening the magneto without removing it frOm the the contact surfaces while the rubbing block of the
engine, the distributor end cap or cover is usually taken breaker arm rides one of the high points of its actuating
off first, permitting examination of the carbon brushes. cam.
These brushes should move freely in their holders and
should exert a slight spring pressure when depressed. FIELD L BRICATION
Remove the brushes and clean the brush holder sockets.
Magnetos are lubricated independently of the engine
Irregularly-worn or "stuck" brushes should be discarded
and as a result have often been neglected in the field.
and new brushes installed. It should be noted tl1at near­
This condition has led to the development of permanent­
ly all multi-cylinder, jump-spal'k distribution magnetos
ly-lubricated designs in which sufficient lubricant for
have a single brush connection from the coil to the cen­
the life of the unit is placed in the bearings or bearing
ter of the distributor rotor. This brush should receive th("
reservoirs during the original assembly at the factory.
same attention as that given distributor ·brushes.
The lubricants used in such cases are usually special
greases of a consistency suitable for operation through a
FIELD SERVICE OF BREAKER POINTS
wide temperature range. No field lubrication of magnetos
After the end cap has been removed from the magneto of this type is necessary or advisable.
unit, the breaker point assembly is ordinarily easily ac­ Other magneto models require the periodic addition
cessible for cleaning and adjustment. The contact sur­ of a light, highly-refined lubricating oil, but special care
faces should be examined carefully and, if there are evi­ should be exercised not to over-lubricate the unit. The
dences of pitting or pyramiding, a small tungsten file or instntctions found on the oiling plate should be followed
fine stone should be used to recondition the surfaces. It closely insofar as quantity, grade and frequency of lubri­
is considered highly advisable to remove the points from cation are concerned.
Whenever replacement of the breaker contact points
is made, the small cam wick should be replaced. It is
not considered good practice to oil or grease a wick such
as this, since great difficulty is encountered in controlling
the quantity of lubricant added as well as in matching
the original impregnation.

SUBSTITUTION TESTS FOR COIL & CONDENSER

Urgent cases of magneto field service may necessitate
the checking of the coil and condenser without dismount­
ing the magneto from the engine. Since portable test
equipment is rarely available, the substitution type of
test must be used.
Assuming that a new, identical part is available, the
Figure 120-Adjusting Breaker Points questionable coil should be removed from the assembly
 Engine Accessories Operation Page 51

and the new coil mounted in its place. If a test of the SHOP SERVICE
magneto spark then gives acceptable results, the original
The successful service station bases a large part of its
coil may be assumed to be at fault, although it should
business on a clean, well-equipped shop, conducted by
be retained and checked on standard test equipment at
expert technicians. A study of shop routine, working
the next opportunity.
conditIOns and available equipment usually pays real
The condition of the condenser can be tested in a simi­ dividends due to the improved methods adopted.
lar manner: dismount the questionable condenser from Probably the one factor which most affects shop work
the magneto assembly and install in its place a new, iden­ is the actual condition of the shop. Oil, grease, dirt and
tical condenser. Then test the magneto spark and, if satis­ grime are the greatest contributing causes of magneto
factory, return the original condenser to the Service breakdowns; it is logical to assume that the place to be­
Station for conclusive test. gin eliminating such trouble is in the repair shop. Fur­
thermore, a clean, orderly shop promotes systematic work
IMPULSE COUPLING and results in a fuller customer confidence in the work.
Make sure that the service bench and its tools are clean,
Disconnect the ignition cables and crank the engine well-painted and in good order.
slowly. Listen carefully for the characteristic snap of A work card (Figure 121) should be issued immedIate­
the impulse coupling which occurs as each pawl releases. ly for each magneto brought into the shop for service.
On most single cylinder four cycle engines the coupling The complete type designation, make, model and serial
impulses once each full revolution of the crankshaft, number of the magneto should be entered on the work
while on multi-cylinder four cycle engines there are two card. The use of such a work card avoids confusion in
impulse actions per revolution of the crankshaft. identification, replacement parts used and labor charges.

If no impulse snap can be distinguished, the magneto ESSENTIAL SHOP EQUIPMENT

must be removed from the engine and the impulse cou­
Specialized shop service for magnetos requires a com­
pling cleaned, repaired or replaced (See Section Seven).
bination of skilled personnel and suitable equipment.
Fairbanks-Morse recommendations concerning the lu­ Because the amount of special equipment depends on
brication of the impulse coupling consist in the addition the size of shop and on the territory it serves, no list of
of a small amount of FMC011 grease to the drive spring. standard requirements can be arbitrarily established.

1'­
DATE ;:. .2 ? -G. c/­ MAGNETO WORK CARD MO. .f~L/
M£r I:f~ ~ I
PM Z-+8¥
Type .1 Serial No.
9-I$II...:J P INOiYLI
~.~
Application _I Date Purchased
J-(,..J.
I When Rec'd
,r- t- 'I­
Starting Speed Id);ng Speed Normal Speed

Spark Test I (,tt I ~

I ~

TEST & SERVICE RECORD

Condition
Paris Used Labor
Service \oVork Performed
as Rec'd Quantity Part No. P,ice Hours

Exterior ~~..P ~ j ../,'1: /, 1 - 'Itt

Inlerior ~ - J - -
/1.' I,? ,J , ~ I ,1 In >.1 tJf'" IIIL
Bru'shes

,/(~"
- /

,.-r
;;)

, .... ~ ., If, ,
Brca~er

Condenser
Points I,/'"",
, .;
.J

I
A..
.... oJ

,/
) )

v,,,. / -
Coll

Impulse Coupling
II7\:. - -
-
V1C (1.J:v~ ~ lfi-i.··"-{
~

'/'1
Distributor Rotor

Bearings
"-1/(~~ /r(~
/L NJ . ~-t-
d._... ~ - - '/l./

'-';It - - - -
3.1~ / '/i/­

~ '"1. _,,-c
:i;'i:;; '.1;.;!~
Labor Charge
Customer
Coat of Parts ::I r,­
Address 'JL, hde2 < Total h ~ -

F'il'ure 121-Shop Card for Magnew Repair Work

I
 Page 52 Engine Accessories Operation

It seems reasonable, however, to expect every service starting speed of the engine. If no sparks occur acros~
station to be equipped with reliable coil and condenser the spark gaps or if there are misses or the spark quality
testers, and to have some arrangement for driving the is weak, notation should be made on the work card so
magneto so that the ignition spal'k produced can be test­ that steps can be taken to correct this difficulty.
ed on a standard spark gap. Provision should be made The rotative speed of the magneto should be increased
for slow speed tests, during which impulse coupling action just beyond the point where the impulse coupling cuts
may be observed as well as for tests at normal speeds, out completely and the spark produced again carefully
Possibly only service stations with a large volume of inspected. The speed of this test should correspond ap­
magneto repair business will find the synchroscope a proximately to the idling speed of the engine. A record
worthwhile investment, but its convenience, accuracy of results should be kept on the work card.
and general usefulness should not be underestimated.
A third spark test should be made at the normal oper­
Tools for magneto repair work should be chosen very ating speed of the engine and observations again tabu­
carefully, since it is highly important that they be suit­ lated. During this test the primary ground switch should
able for such use, Bearing replacement tools in particu­ also be closed to check its effect on the ignition spark.
lar are important because the qllality of the work per­
formed is directly dependent upon the tools used. A sub­ CLEANING BREAKER POINTS
stantial arbor press or screw type press is essential in
The use of a small, stiff brush such as a toothbrush,
bearing replacement procedures.
moistened with a petroleum solvent, provides the mo'st
While the new Alnico magnets used in most modern suitable means of cleaning the breaker points. The as­
magnetos rarely require recharging, the chromium, cobalt sembly should be completely removed from the magneto
and tungsten magnets of older design magnetos often can before cleaning is begun. Special care should be taken
be remagnetized with good results. The special equip­ to keep the breaker points entirely free from oil, lint or
ment of most service stations includes a magnet charger dust. In cleaning the breaker arm the fulcrum pin bear­
of some kind. ing hole should receive special attention and the fulcrum
pin, mounted on the breaker plate, should also be polished.
PRELIMINARY CLEANING
BREAKER POINT ASSEMBLY WEAR
When a magneto is brought into the shop, the first
actual step in any service work should be a complete Long, continued use of a magneto produces signs of
and thorough cleaning of its entire exterior. Use com­ wear on the breaker arm rubbing block and possibly at
pressed air, a wire brush and a suitable petroleum solvent the point of pivot. Wear of the rubbing block has an
to remOve completely the accumulated sludge. important effect on the operation of the magneto since
the point at which the contact points open must come at
PRELIMINARY TESTS the time the maximum magnetic flux lines are being cut.
Examination of the rubbing block will usually establish
After exterior cleaning has been completed the magneto
an idea of the amount of wear which has occurred; ex­
should be mounted on the test block and the rotor turned
cessive wear is often indicated when the contour of the
over slowly by hand. If there is a noticeable binding or
rubbing block matches that of the cam. A worn breaker
rubbing action, no further rotative testing should be un­
arm rubbing block is also indicated when it is impossi­
dertaken before dismantling, since such a condition indi­
ble to make the specified edge gap adjustment. Exces­
cates badly worn bearings, or a damaged distributor or
sive wear of the breaker arm pivot is indicated when the
breaker contact assembly. The pull due to the magnetic
pin fits so loosely that point action is erratic. In either
break which occurs during rotation should not be con­
case, replacement of the assembly is necessary.
fused with binding.
If the rotor turns freely (except for the magnetic
EDGE GAP ADJUSTMENT
break), the testing should be continued, the rotative speed
being stepped up to about 100 rpm. Observation of the In the analysis of the operation of rotary magnetos
impulse coupling action can usually be made at this speed, (Section Five) it has been explained that the maximum
although it may be desirable to reduce the speed in cases ignition spark discharge is obtained by interrupting the
where there are a number of engagements per revolu­ primary circuit at the instant the primary current reaches
tion. Provision should also be made to increase the speed its maximum value. Since the current in the primary
to the point where engagement no longer takes place in circuit is proportional to the rate of flux change in the
order to determine the cutout speed of the coupling. magnetic circuit, maximum current occurs at the point
The cable outlets of the magneto should be connected the polarity of the magnetic circuit is reversed.
to individual spark gaps and observation made of the The location of the point at which maximum primary
spark produced each time the impulse coupling releases. current is obtained can be determined electrically, at
The rotative speed should be roughly comparable to the which time the actual distance between the edge of the

I
 Engine Accessories Operation Page 53

which results from impulse coupling action.

The bearing support for the distributor shaft and gear
assembly must provide uniform operation, since a definite
spark gap must be maintained at all times between the
distributor rotor and the end cap spark posts or, in the
case of brush-distributor units, must provide a smooth
operating surface for the brushes.
Other bearing surfaces in a magneto are located at the
pivot point of the moving breaker point arm, at the pivot
point of the impulse coupling pawls and along the cen­
ter of the coupling hub where the shell moves in relation
to the hub during impulse action.

POLE BALL BEARINGS

SHOE
Ball bearings are widely used in magnetos to support
the armature or magnetic rotor, and are sometimes used
to mount the distributor shaft. The chief advantages of
the ball bearings are their long life, self-alignment, ability
to withstand shock and thrust, and freedom from lubri­
EDGE GAP cation difficulties. Both oil and grease-lubricated ball
DISTANCE
Fig-ure 122-Edge Gap Distance bearings are available, the grease-lubricated type being
almost universally used in magneto construction because
rotor laminations and the edge of the pole shoe lamina­
further lubrication, except during complete overhauls, is
tions can be measured (Figure 122). For magnetos re­
unnecessary.
quiring such an adjustment this distance is usually speci­
fied as the "edge distance" in servicing instructions and
special gauges are often available for convenience in its
measurement.
With the edge distance measured and the rotor held in
this position, the breaker points must be adjusted so that
they are just beginning to open. The check which this
gives on the proper functioning of the breaker points is
important; if long periods of use have resulted in unbal­
anced wear of the contact surfaces and the rubbing block, NON-SEPARABLE TYPE
SEPARABLE TYPE
a condition may have been reached where the points
Figure 123-Ball Bearing-s
cannot be adjusted to open when the rotor is set at the
correct edge distance. In such a case the breaker point There are two general types of ball bearings which
set must be replaced. have been extensively used in the manufacture of mag­
netos. These are the open (separable) design and the
Edge gap adjustment is of particular importance in
non-separable design. The separable type ball bearing
many of the older design magnetos where the strength
(Figure 123) consists of an inner race, a ball retainer
of the magnetic circuit is low in comparison with more
with balls and an outer race. The fact that such a bear­
recent models equipped with Alnico magnets.
ing can be pulled apart provides simplified dismantling
of the magneto assembly, but difficulty is sometimes en­
MAGNETO BEARINGS
countered in removing and replacing tr.e races. Separa­
Field performance of magnetos and other similar units ble type ball bearings must always be used in pairs, faced
is highly dependent upon the design and construction of opposite each other, in order to withstand axial thrust.
the bearings used. The three general types of bearings The non-separable type ball bearing (Figure 123) is
used are the ball bearing (Figure 123), sleeve bearing a one-piece assembly and must be so mounted and re­
(Figure 133) and needle (or roller) bearing (Figure 135). moved. Its advantage over the separable type lies in its
Since the magneto rotor mUit turn with a very small ability to absorb a considerable thrust in either din,:(:­
and uniform air gap between its laminations and those tion, making it possible to use such a bearing singly.
of the frame, the construction of its supporting members
OLEANING BALL BEARINGS
is of primary importance. Rotor bearings must be able
to handle a certain amount of axial thrust caused by the It is much easier to prevent dirt from entering a ball
engine drive as well as a certain amount of pounding bearing than it is to clean the dirt out. In cleaning ball

I
Page 54 Engine Accessories Operation

bearings a perfectly clean surface should be provided on possibility is very great that the bearings will be ruined
which to work. insofar as further use is concerned. In general ball bear­
Use a suitable petroleum solvent, such as Stoddard ings al'e removed and replaced by either pulling or press­
solvent, in a clean container. Swish the bearings in the ing; damage is likely to result from pounding or prying.
cleaning fluid and finally revolve by hand while sub­ In replacing separable type ball bearings, the inner
merged. Compressed air, if absolutely free of dust or race must be pulled from the rotor shaft (Figure 124).
moisture, can be used to complete the cleaning.

RELUBRICATING BALL BEARINGS

After removing the ball bearing from the cleaning fluid,

it should be immersed in a clean, light oil and spun until
INNER RACE

the solvent has been removed. Grease-lubricated bear­ DRIVER

ings should then be repacked; the quantity of grease used

should not exceed 1/3 to lh of U:e total capacity of the
bearing. Too much grease is a common cause of bearing
failure due to overheating. Fairbanks Morse recom­
mendations specify le9 Ball Bearing Grease as particularly ~ROTOR
SHAFT
suitable for magneto bearings.

REPLACEMENT OF BALL BEARINGS MAGNETIC

ROTOR
Replacement of ball bearings is largely a matter of
having the proper tools for the particular job. If ball
bearing work is performed using makeshift tools, the

Figure 126-Pressing Inner Race on Rotor Shaft

INNER RACE

PULLER

OUTER RACE
Figure 124-Pulling Inner Race from Rotor Shaft DRIVER

Figure 125-Pulling Outer Race from Frame Figure 127-Presslng Outer Race into Frame
Engine Accessories Operation Page 55

while the outer race must be pulled out of the frame

recess (Figure 125). When reassembly is made, the in­
ner race must be pressed on the rotor shaft (Figure 126), ~,'

while the outer race is pressed into the frame recess / /

(Figure 127). Wide variations in procedure are neces­
sary according to the bearing support design.
In replacing non-separable type ball bearings, the rotor
must first be unlocked by releasing the snap ring (Figure
128), then pressed out of the bearing (Figure 129). The
snap ring holding the bearing in place must be released
before the bearing can be pressed out of the frame recess

Figure 130-Pressing Ball Bearing out of Frame

Figure 12S-Removing Rotor Shaft Snap Ring
,/
/~.--- ../
')

MAGNETIC
ROTOR

BRASS CAP
TO PROTECT
END OF
ROTOR
SHAFT

~~l
VISE VISE '\

Fi&'ure 129-Pressin&, Rotor out of Beadn&, Fi!:'ure 131-Pressing Ball Bearing into Frame
 Page 56 Engine Accessories Operation

servIce wlthout the necessity of field lubrication. The

porous nature of the bearing material also makes it pos­
sible to provide an additional lubricant reservoir in the
bearing housing which functions to replenish any oil lost
BRASS CAP during operation.
TO PROTECT
SHAFT END
REPLACEMENT OF SLEEVE BEARINGS
Removal of sleeve type bearings is usually accom­
plished by inserting a sizing tool of the proper diameter
in the bearing and pressing both the tool and bearing
through the bearing support (Figure 134). The diam­
eter of the shoulder of the sizing tool must not be greater
than the outside diameter of the bearing. If the sleeve
bearing is located in a blind hole, removal can be made
by using a properly-sized pipe tap to grip the inside sur­
face of the bearing.
Before a new bearing is pressed into the support all
traces of former lubricants should be removed, especially
if there is a lubricant supply groove in the bearing hous­
ing. Clean, fresh lubricant of the grade specified for the
particular application should be used to replenish the
reservoir.
To insert the new sleeve bearing, it should first be
placed on the sizing plug, after which the assembly of
tool and bearing should be centered on the hole in the
support and pressed into place. Observe carefully the
Figure liZ-Replacing Rotor in Ball Bearing instructions covering each specific bearing, since the po­
(Figure 130). In reassembly the bearing is first pressed sition of the bearing in its housing is often of consider­
into the frame (Figure 131) and locked in place, then the able importance.
rotor is pressed into the bearing (Figure 132) and locked
in place.
Correct procedure for pressing or pulling one-piece ball
bearings is to exert the pressure 0n the binding race in
order that force does not have to be transferred from one
race to the other across the balls.

SLEEVE BEARINGS
In a carefully designed magneto unit, sleeve type bear­
ings (Figure 133) provide highly satisfactory service at
comparatively low cost. Sleeve bearings are compact,

~~~~'

SIZING

?~~~--
TOOL
f,'"
-~"\' '.

t'~~.'\ ~.L.,.
\, __ .. I I .;I.
f··-::::---::---; ,\ ,w
\,b.~V"
l"'L""\~_=-:~ .~
-' ­

:I.·.II~
'\\ ~~~ ->-'"~-
~;~~I:,--~~:-:::
. -
SLEEVE
BEARING
~:~iY~~::=:--
Figure 133-Sleeve Type Bearing

easy to replace and have an exceptionally long life un­

der suitable operating conditions. The lubrication of
sleeve type bearings has been greatly simplified through
the recent development of the porous "me-tal sponge"
type bearing materials. Bearings made of such a material, \' I'll I V'\ I,,,,,",)
as for example Oilite, are factory-impregnated with
lubricating oil, which greatly increases their length of Figure 134-Replacing Sleeve Bearinl

I
 Engine Accessories Operation Page 57

NEEDLE BEARINGS
Needle bearings (Figure 135) are actually small diam­
eter roller bearings. The use of needle bearings is often
advantageous because of their exceedingly small outside
diameter in proportion to their load capacity. Relatively
low in cost, needle bearings present certain additional
problems in lubrication and service.

PO..L$HlhG
CtDTH
FASTENED
TO PLATE

Figure 137-Resurfacing Distributor Disc

face with a clean, hard cloth, moistened in Stoddard

solvent. It is also possible to smooth the surface by
Figure 13S-Needle Bearinlt using a very fine polishing paper furnished by the fac­
tory, but such work should be undertaken with care and
SERVICING DISTRmUTOR ROTORS & DISCS strictly according to instructions. In the case of drum
In many magneto models the distributor rotor or disc rotors such as used in the Fairbanks-Morse Type RV,
is tightly fitted to the end of the distributor shaft; after the part need not be removed from the magneto but
removing the pin which locks the rotor in position, two should be rotated slowly with the polishing paper pressed
screwdrivers can be used to pry it off the shaft (Figure to its surface. When resurfacing discs such as used in
136). the Type FM (Figure 137), the polishing paper should
be fastened to a fiat surface, such as a piece of plate glass,
The working surface of distributor discs and rotors is
and the disc moved with a circular motion on the polish­
originally given a very fine, smooth polish and refinishing
ing surface.
in the field with sandpaper or emery cloth is extremely
likely to mar this surface. As a result heavy carbon
TIMING GEARS
paths soon reappear, and the surfacing must be repeated.
Carbon deposits on the surface of the distributor can Nearly all magnetos designed for multi-cylinder en­
be loosened and removed, however, by wiping the sur- gines are built with a geared distributor assembly. On
four cylinder engines where the magneto runs crankshaft
speed, a 2 to 1 reduction gearing is used to cut the speed
of the distributor to one complete revolution per two
revolutions of the engine. On six cylinder engines where
the magneto runs 1 % times crankshaft speed, a 3 to 1
reduction gearing is used to cut the speed of the distrib­
utor to one complete revolution per two revolutions of
the engine.
The distributor electrode must move into the proper
position to transfer the ignition spark to the correct spark
post or brush each time the contact points begin to break.
Any deviation from this position results in undesirable
sparking or burning of the distributor contacts and of the
INSERT
breaker points.
SCREWDRIVERS
BETWEEN To accomplish accurate timing the interlocking teeth
DISTRIBUTOR
DISC HUB AND of the distributor gear and the rotor pinion are marked,
BEARING PLATE
and care should always be taken in reassembling a dis­
mantled magneto to be certain that the proper gear teeth
are meshed. Common practice (Figure 138) is to mark a
single tooth of the rotor pinion to be used for either rota­
tion, while the distributor gear is marked in two places
according to its use in a clockwise or counter-clockwise
Figure 136-Removing Distributor Disc magneto.

I
Page 58 Engine Accessories Operation

across to ground. Among the various causes of leakage

DISTRIBUTOR
paths are the following:
GEAR
1. Broken cables or poor cable connections.
2. Too high engine compression.
3. Too wide a spark plug point gap.
4. lVIoisture, dirt, carbon 01' corrosion within the mag­
neto.
5. Breakdown of air insulation within sealed units.
A surface leakage path can usually be located because
of the burning effect the high voltage spark has on plastic
or other insulating materials.
The first step in servicing units having one or more
leakage paths is to remedy the condition which causes the
high voltage spark to stray from its established circuit.
The actual repair of the unit should be made very care­
fully, usually discarding any insulating parts which give
(LOA1&Z)
evidence of high voltage flashover. Leakage paths may
Figure 138-Meshing Distributor Gear Teeth be cleaned from the surface of end caps and other similar
pieces, but their subsequent use should be limited to
temporary, emergency service. Smoothing off sharp
REMOVAL OF ROTOR PINION
edges or corners will also help prevent sparking across
The construction of certain magnetos makes it necessary
air gaps to ground.
that the rotor pinion be removed before service opera­
tions such as bearing or bearing plate replacement can
CORROSION CAUSED BY OXIDATION
be performed. The first step is to lift off the snap ring
Continued high voltage arcing within a sealed magneto
which locks the pinion to the rotor shaft; a special snap
housing results in oxidation, a likely cause of complete
ring pliers (Figure 139) can be used to advantage. Care­
failure. Interior corrosion is readily apparent once the
ful prying with two large screwdrivers may separate the
unit is opened, since it causes a green discoloration of
pinion from the rotor without damage, but it is recom­
copper and brass parts (the ozone formed by the high
mended that a small puller (Figure 140) 'be used. Dam­
voltage arc reacts with copper to form an oxide). A
age to the pinion is especially serious since it is almost
brown deposit is usually also found throughout the unit
certain to affect the distributor gear and thereby cause a
and there is sometimes some evidence of moisture con­
complete magneto failure.
densation.
LEAKAGE PATHS To eliminate oxidation, if the condition of the unit is
The high voltage surge of the secondary circuit occa­ noticed in time, the cause must first be located. There
sionally establishes a path to ground by a different route are several common causes:
than across the spark plug gap. Once such a path is es­
tablished, the ignition spark is likely to continue to spark

~ GEAR_
/'

Figure 139-Removing Rotor Pinion Snap Ring Figure 140-Pulling Rotor Pinion
 Engine Accessories Operation Page 59

1. A spark gap across a loose connection in the second­

ary (high voltage) circuit within the magneto.
2. High voltage arcing between coil and coil lead rod.
3. Carbon paths within the magneto.
4. Broken or sticking distributor brushes.
5. Inadequate ventilation of jump-spark magnetos.

OVERHA UL OF OXIDIZED UNITS

In most cases magnetos subjected to interior oxidation

can be cleaned and put into satisfactory shape for re-use.
The situation must first be very carefully analyzed so
that the cause of the difficulty will not act to continue
the trouble.
The magneto must be completely dismantled and each
part cleaned individually. Bearings present an especially
difficult problem since the lubricant is usually oxidized;
in most cases it is advisable to discard the original bear­
ing. In cleaning metal parts fine emery cloth may be
used to advantage while rotors may be buffed, but parts (LDAI4IAj
so cleaned should be blown entirely free of dust particles
with compressed air. All original brushes should be dis­ Figure I41-Commercial Coil Tester
carded and the brush holder sockets carefully cleaned. sists of passing sufficien t current through the primary
Where sticking brushes have been a result of the interior winding to cause the coil to apPl'oach actual operating
oxidation, attention should be given the surface of the temperature, at which time tests are made to determine
distributor disc or rotor since it is possible that the face possible insulation breakdown.
has been marred (See Par. Servicing Distributor Rotors
A test of considerable importance, although infrequent­
& Discs). All gaskets, seals and washers should be re­
ly performed, consists of connecting the coil for standard
placed by new parts.
tests, then holding a grounded metal plate near the out­
A close watch should be kept for indications of carbon side wrappings of the coil and watching closely for a
paths on the bakelite parts. It is recommended that leakage spark,
where there is evidence of flashover the part be discarded,
CONDENSER TESTING
since re-use is likely to result in further oxidation.
A reliable condenser tester (Figure 142) is an essential
part of a magneto service station's equipment. Make­
TESTING MAGNETO COILS
shift devices seldom provide facilities for thorough test­
Conclusive coil tests can be made only through the use
ing.
of reliable commercial coil tester (Figure 141). Simple
Condensers should be tested for breakdow n, leakage,
Cil'cuit tests are of little value. It should also be noted
capacitance and series resistance. Some testing instru­
that commercial battery ignition coil testers should not
ments also provide for a test of the damping characteris­
be used to test magneto coils unless provision is made for
tic of the condenser.
inserting a series resistor in the primary circuit in order
to reduce the current to a suitable value. While a direct-reading meter would show leakage
and series resistance in ohms, most test instruments are
The coil tester must check the primary and secondary
furnished with a scale divided into a "GOOD" and a
windings for open circuits, shorts or high resistance. In
addition the coil lead wire, its terminal and insulation
should also be checked during this portion of the test,

One of the standard methods of determining coil effi­

ciency (input to output) is to measure the amount of
primary current which must be supplied in order to estab­
lish a standard spark discharge across the secondary
terminals. The necessary primary current for individual
coils varies, but if a tabulation of maximum values is at
hand, coils requiring more than these established values
can be assumed defective and discarded.

Coil testers usually provide for a heat test, which con­ Figure H2-Commercial Condenser Tester

Page 60 Engine Accessories Operation

ignition sparks. Other factors such as vibration, stray

fields, temperature changes and ageing do, however, tend
toward diminishing the strength of the permanent mag­
nets, but the actual loss of magnetism varies widely with
the magnetic steel used. The recently developed Alnico
magnets retain their original magnetism to a remarkable
degree and rarely require re-magnetization.
The technique and equipment necessary for efficient
magnet recharging has been subject to extensive changes
as the result of the introduction of Alnico magnets. The

HORSESHOE

MAGNET

MAGNETIl.1 NG HORSESHOE MAGNET

~~/,,--
, I
j
~b,;

'BAR
MAGNETS

~ t· ........ ·

Figure US-Condenser Tester Circuit Diagram

1: .....

"DEFECTIVE" range. A calibrated scale, however, is

necessary for capacitance tests, readings being made
('lJ),<. ,~;:)
,
directly in microfarads.
Since it is both difficult and uneconomical to attempt
to repair condensers, defective units should he destroyed.
Limits for the capacitance test cannot be set for strict
observance; it would seem that a 5 % variation above or
below the rated capacitance could serve as an approxi­
mate standard.
Condenser testers are basically an adaptatioll of an
alternating current bridge circuit in which the capaci­
tance of the condenser under test is balanced against that
of a standard condenser. The circuit diagram of a repre­
sentative tester (Figure 143) illustrates the intricate
wiring necessary. Condenser testers are made to operate
from 110 to 220 volt A.C. lines. This voltage is usually
stepped up to provide 350 volts A.C. for capacitance tests, I LY';'2)

and stepped up and rectified to give 500 volts D.C. for

breakdown tests.

MAGNET CHARGING MAGNETIZING STANDARD FOUR POLE ROTOR

A magneto does not use up magnetism in producing Figure 144-Magnetizing Procedures

Engine Accessories Operation Page 61

old style horseshoe magnet made of tungsten, chromium hensive check of the operation of both the magneto and
or cobalt steel was easily and quickly re-magnetized by the impulse coupling, as well as permitting accurate ad­
simply placing it in the proper position (Figure 144) on a justment of the breaker point opening.
magnet charger; in many cases it was not necessary to Synchroscope construction depends a good deal upon
remove the magnet from the magneto frame. A different the power available. Since both clockwise and counter­
treatment is required in recharging magnetic rotors, espe­ clockwise magnetos must be run at various speeds in
cially those having Alnico magnets. Since it is of pri­ order to secure complete test data, a variable speed, re­
mary importance that all possible magnetizing force versible source of power is necessary. If direct current
reach the rotor magnets, a short, efficient magnetic circuit electricity is available, these requirements are easily ful­
must be established. This is possible only by removing filled by using a rheostat-controlled motor with a revers­
the rotor from the magneto and placing it on the charger ing switch (Figure 145). Synchroscopes for operation on
together with charging blocks of dead-soft iron. Note alternating current power are often built with double­
that the arrangements (Figure 144) are entirely different end drive motors in order to provide testing at either
for two-pole and four-pole rotors. rotation, while a gear-reducer unit permits a selection of
In re-magnetizing rotors the polarities of the charger rotative speeds. A tachometer is usually mounted on the
and rotor magnets should be carefully checked and un­ test board to indicate the test speed.
like magnetic poles placed adjacent to each other. There The synchroscope proper is a relatively simple arrange­
is nothing to be gained through the tedious procedure ment of a metal pointer turning radially within a cali­
involved in reversing the original polarity of the magnets. brated metal ring. The pointer is grounded to the syn­
chroscope frame, thereby establishing an electrical con­
THE SYNCBROSCOPE nection to the magneto housing, while the calibrated ring
The magneto testing instrument used at the factory and is mounted on an insulating bracket, its electrical con­
in many well-equipped service shops is the synchroscope. nection to the high tension outlets of the magneto being
This device enables the serviceman to make a com pre­ made through the spark test board.

~I " _ . SPEED
INDICATOR

DIRECT CURRENT
MOTOR

REMOVABLE
MOUNTING /
~
---d~

BRACKET

PERMITS
(LOAS .. )
TESTING
BASE OR FLANGE
TYPE MAGNETOS

Fipre US-Direct Current Motor SynchroscGpe

Page 62 Engine Accessories Operation

The principle of operation of the synchroscope con­

sists essentially in the fact that the ignition sparks pro­
duced by the magneto under test occur across the air gap
which exists between the end of the pointer and the cali·
brated ring. Since the position of the pointer is definitely
frxed in relation to the magneto rotor keyway, the angular
sequence of the ignition sparks produced during rotation
is indicated by the points along the ring at which they
occur (solid pointer in Figure 146).
There are a number of important tests and adjustments
which can be made quickly and accurately on the syn­
chroscope. One of the most frequent operations consists
of placing the magneto, without its impulse coupling, on
the synchroscope stand and adjusting the breaker point
gap until the ignition sparks occur at the exact points on
the calibrated ring specified by the magneto manufac­
turer. Actually this adjustment is a more convenient
and accurate method of setting the magneto for edge gap
distance (See Page 52). The impulse coupling can then Figure 146-Synchroscope Dial
be assembled to the magneto and, if tested above the
cut-in speed of the coupling, the location of the sparks made of tungsten steel or monel metal, must be kept
on the ring will indicate the angular relation of the im­ sharpened to needle fineness and adjusted precisely ac­
pulse coupling drive lugs to the magneto rotor keyway. cording to the requirements of the test. The width of
Knowing the location of the running spark points on the the spark gap depends primarily upon the rotative speed
calibrated ring, the synchroscope should be stopped and of the test.
the drive shaft to the magneto turned slowly by hand
permitting full impulse action. The points at which the REPLACEMENT PARTS
impulse sparks occur indicate the amount of retard pro­ Every service station should have an adequate stock of
vided by the impulse coupling (dotted pointer in Figure genuine replacement parts at hand. Replacement parts
146). The mechanical operation of the impulse coupling should never be removed from their containers until it
can be checked by running the synchroscope at slow speed is definitely determined that the part is necessary in the
(50-100 r.p.m.), while the cutout speed of the coupling repair of the magneto. Reference should always be made
can be determined by gradually increasing the synchro­ to the repair parts list in the Service Manual to be cer­
scope speed to the point at which all coupling action tain that the part number is the one specified for the par­
ceases. ticular type magneto. Keeping parts in their original
containers prevents the loss of their identity, as well as
SPARK GAP ASSEMBLIES the damaged or shopworn appearance which often re­
Another essential item of magneto test equipment is an sults when parts lie around on the service bench or shelf.
efficient, multiple spark gap assembly. There are many To build up an adequate replacement parts stock a
variations in the design of such apparatus, the simplest service station must have some knowledge of the magneto
probably being the three-point unit construction (Figure applications existing in his territory. Such a survey can
147) used by many service stations. Spark gap assem­ be made in a number of different ways as, for example,
blies are usually built to provide for testing as many as by direct post card inquiry to engine operators or by
four or six separate, consecutive ignition sparks. checking with local tractor and engine dealers.
In operation the single point spark post is connected
to the magneto frame (ground), while the twin point
terminal is connected to the high tension outlet of the
magneto. The purpose of the static post and point is to
dissipate the ionization which occurs in the vicinity of
the spark points as a result of the electrical discharge.
Ionization lowers the voltage required in bridging the
spark gap and consequently causes an erratic spark.
Care should be taken to keep the spark gap assembly
entirely free of oil, moisture and dust to avoid the possi­
bility of damage due to high voltage leakage paths across
the insula ting base. The spark points, which are llsunlly Figure 147-Three-Point Spark Gap Assembly
 Engine Accessories Operation Page 63

FAIRBANKS MORSE MAGNETOS

101' Single Cylinder Engines

Type FM-XIA and FM-XIB

The Type FM-X 1 magnetos incorporate flange, SAE (45MM) base mounting,
the latest in design and magnetic metal (35MM) base mounting for special applica­
development. This type unit is ventilated tions and in standard or radio shielded
to provide the necessary changes in air, versions. These magnetos are designed
yet is dust and moisture proof. The Type for the use of an impulse coupling and are
FM-Xl magnetos are available in SAE permanently lubricated at the factory. Type FM-XIB
Type FM-XIA

101' Medium Compression Engines

TYPES FM-X2A & FM-X2B TYPES. FM-X4A & FM-X4B

Of the gearless carbon-brush distributor Type FM-X4 magnetos have established

design, Type FM-X2 magnetos have a spark outstanding ignition standards for four
interval of 180° and are suitable for use at cylinder tractor and industrial en­
crankshaft speed to two cycle engines, gines. The troublefree jump-spark dis­
while at half crankshaft speed they are tributor operates in a ventilated com­
adaptable to four cycle engines with partment separate from the sealed
cranks at 360°. Type FM-X2 magnetos housing in which the magnetic rotor,
may also be used on engines firing 180 ­ coil and breaker points are contained.
Type FM-X2B 540° by allowing waste sparks to occur Construction is simple and sturdy in all
Type FM-X4B
during the exhaust strokes. details, assuring dependable service.

I 101' Trador & Commercial Applications I

TYPES FM-XR4A & FM-XR4B TYPES FM-XR6A & FM-XR6B
Larger and heavier than standard com­ Similar to the Type FM-XR4 magnetos
mercial units, Type FM-XR4 magnetos in design and construction, the Type
provide additional reliability. A separate, FM-XR6 is recommended for six cylin­
vented compartment is provided for the der engines when additional reliability
jump-spark distributor, while the breaker is required. Component parts are
points, condenser, magnetic rotor, and carefully made of the finest materials.
bearings are housed in the main body of Breaker points are long-lasting tung­
the unit, which may be vented or sealed sten and are non-critical in adjustment.
Type FM-XR4B according to operating conditions. Dependable ignition is assured by Type FM-XR6A
painstaking design.

101' Heavy Duly Sel'vlce

TYPES FM-XOR4A & FM-XOR4B TYPES FM-XOR6A & FM-XOR6B
Type FM-XOR4 magnetos are rugged, Built specifically for continuous, heavy­
powerful units with jump-spark distribu­ duty ignition service, Type FM·XOR6
tion, intended primarily for heavy-duly magnetos have rotors with 50% more
service on power unit engines. Built with Alnico magnetic alloy than magnetos
a separate, vented distributor compart­ for standard applications. The jump­
ment, the ball bearing rotor, coil and spark distributor operates in a separate,
breaker mechanism operate in a frame vented compartment and the ball bear­
Type FM-XOR4B which may be sealed or vented, as opera­ ing magnetic rotor, coil, and breaker
ting conditions dictate. mechanism are mounted within the
magneto frame, which may be sealed
or vented, depending on operating Type FM-XOR6A
conditions. Ball bearings are used
throughout.

r
Page 64 Engine Accessories Operation

The Fairbanks Morse factory in Beloit, Wisconsin

~'

870370-016602M-BLC Printed in U.S.A.