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Additional Photos
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Mark 10 B, note red switch button |
Mark 10, 6 V, neg ground |
Mark 10, 12 V w/added switches |
Typical coil connectors |
My CDI testing gear |
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Delta Mark 10 CDI Ignitions, Sales & Service Price: Varies
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Delta Mark 10 and 10B Capacitive Discharge Ignition Systems
I've used these systems since 1966 and am completely sold on them. They work with the standard coil and points, or with any of the usual electronic points replacements. CDI ignitions became standard on many cars in the '70s, but the systems I have were made by Delta to easily add the CDI advantages to earlier cars. The Delta Mark 10B CDIs were also sold by Heathkit, Radio Shack (ArcherKit), and Allied Radio (Knight Kit), but they were all identical inside the chassis. The only difference was in the manuals supplied with them, and the stickers on the chassis.
CDIs provide a high voltage, high energy spark that takes place in a shorter time than the OG points & coil (Kettering) system. With a CDI system, spark plugs last 2 to 4 times longer, because the spark happens quicker, and points last almost forever, because they no longer carry a high inductive current. They will NOT give you extra horsepower, and they will NOT fix an engine that has an ignition problem. If your engine has weaknesses in the high voltage components, the CDI will find them. In some cases, a CDI will start better in very cold weather, because it gives a hotter spark even under cold cranking conditions.
I've bought a number of these over the years and just finished going thru all of them, cleaning them up, redoing poor solder connections, replacing failed components, replacing all the rusty OE hardware with nice stainless hardware, and then testing each one for an extended time. Each one gets bench tested on the following schedule, to make sure it's ready for use.
100 Hz (3000 RPM equivalent) for at least 1 hour
200 Hz (6000 RPM equivalent) for at least 20 minutes
400 Hz (12000 RPM equivalent) for at least 10 minutes (6 V units only to 9500 RPM)
Note that most of our VWs will never get close to 6000 RPM, and most driving will be under 3000 RPM, but I test them to this point to make sure there's nothing wrong that might pop up later. (I discovered that the 6 V units only go to about 9500 RPM.)
Look at my photos. They show some of the units I have for sale and the instruments I use for testing them: a 0-20V/0-5 A power supply, an HP-8012B pulse generator, a homebuilt transistorized coil, a homebuilt T0-3 power switching transistor tester, a Fluke 23 DVM, an HP-35 calculator, and a Tektronix TDS220 100 MHz Oscilloscope.
The Delta CDIs are in aluminum heat sink boxes that need to mount somewhere they can be cooled. I don't recommend mounting them right in the engine compartment, because the heat soak after shutdown may be too much for them. They have a 4 conductor flat cable, 3' long, that runs to the coil, plus a ground wire. The ground wire can be eliminated if the box is screwed to a metal surface. I bring the flat cable out from under my Squareback's engine cover and let the Mark 10 rest on the cargo pad. On a Fasty, Notch, or Type 34, it could be done the same or screwed to the side panel. Installation is simple. New units come with Delta instructions; I'll provide my own additional instructions with each one.
Once installed, there's no change in tuneup specs, although the CDI units are much less sensitive to changes in dwell, compared to conventional systems. They work best with standard coils; high ratio coils will actually reduce their performance.
The Mark 10s came in 6 V and 12 V, as well as positive and negative ground versions. All these are for negative ground.
Mark 10Bs have slightly different circuitry that gives a hotter spark when system voltage is low (cranking), but the only external difference is that they have a switch that lets you choose between CDI and conventional. The switch is convenient, but the contacts can degrade over time, so I "exercise" my switches every time I open the rear hatch to check the oil.
Here's what I have available:
New, tested, never used in a car:
Delta Mark 10, 12 V/negative ground, $125
Delta Mark 10 B, 12 V/negative ground, $175
Used, tested: (these will all show external signs of previous use, but will work as well as a new unit)
Delta Mark 10, 6 V/negative ground, $75 - CONVERTED TO POS GND AND SOLD
Delta Mark 10, 12 V/negative ground $100
Delta Mark 10, 12 V/negative ground w/added toggle switches $175 (probably more reliable than 10B internal switches)
Delta Mark 10B, 12 V/negative ground, $150
Shipping is extra.
If you have a failed Delta Mark 10 or 10B, I can probably fix it for less than the cost of a replacement. Unfortunately, setting up all the gear to do the testing and burn-in takes a lot of time, so repairing single units is not particularly economical. If you have more than one that needs repair, that helps a lot. Or if you're willing to wait for me to run a batch, that works well, too.
Questions? Contact me and we can work something out.
_________________
Jim Adney
50+ years of VW Type 3 experience
Specializing in VW Type 3 parts and service
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jadney
Jim Adney
January 13, 2005
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