[FWDLK] Ballast Resistor '55 vs. '56 Imperial

["VAN HOY" <VANHILLA@xxxxxxxxxxx>]

        I can't believe that an honest inquiry has devolved into a sparring match.
 I'm no electrician nor am I an auto mechanic-- I work on cars for fun, not
profit.  Therefore, I am enclosing a verbatim quote from my 1961 Motor's
Auto Repair Manual, page 55.  It is long, but informative:
        12 Volt Coil and Ignition Resistor
        In order to improve ignition performance during cranking and to permit the
12-volt ignition coil to be assembled into a container no larger than the
one used for 6-volt coils, an external resistance is used with the ignition
coil.  This external resistance is connected in series with the primary
circuit between battery and coil.
        Unlike the methods illustrated in Fig. 28, the resistance used on some
cars starting with 1960 consists of a high resistance wire incorporated in
the instrument panel wiring harness.  The wire used with Delco-Remy systems
is stainless wire, plastic coated and covered with a glass braid.  A
similar wire is used on Ford Company cars.
        Regardless of whether a resistor unit or a resistor wire is used, they
greatly improve starting performance at low temperatures in that the
resistance is by-passed during cranking, thereby connecting the ignition
coil directly to the battery.  This makes full battery voltage available to
the coil and thus keeps ignition voltage as high as possible during
cranking.
        The four 12-volt coil and resistor setups in use are shown in the wiring
diagrams, Fig. 28.
        No. 1 circuit shows a 12-volt coil without any resistor in the primary
circuit.  The primary winding, however, has a high resistance value.
        No. 2 circuit shows the most common Delco-Remy type.  It has an external
resistor which does not change with temperature.  The primary winding of
the coil is similar to that of a 6-volt coil but it has a higher resistance
value.  Note that in this set-up the ignition circuit is wired so that the
external resistor is shorted out while the starter switch is operating.
        No. 3 circuit is the most common Auto-Lite type.  It uses an external
resistor whose resistance value changes with temperature.   When the car is
being started, the cold resistor permits a higher current through the coil
primary, resulting in easy starting.  As the resistor warms up, its
resistance increases to cut down the primary current through the coil for
normal operation.
        No. 4 circuit shows an Auto-Lite coil with the resistor incorporated
within the coil housing.  This type is used only on Chrysler 1953-55
Imperial.
        Use correct coil
1.      If a 6-volt coil is used with 1 and 4 systems, the coil will burn out
and very often the coil housing will burst.  Also the breaker points will
burn.
2.      If a No. 1 system coil is used with 2 or 3 systems, the coil will not
function properly or will not operate at all, causing very hard or no
starting.
3.      If a 2 or 3 type coil is used in 1 and 4 circuits, the points will burn
and the coil housing may burst.
4.      If a 6-volt coil is used in any 12-volt system the coil will be
permanently damaged and the points will be subject to burning and short
life.
5.      If an open-circuited resistor is left in circuits 2 or 3, there will be
no ignition.
6.      If a short-circuited resistor is left in circuits 2 or 3, the coil may
burst or the coil winding may burn out.
[Herein ends this reading of the Gospel.]
Now according to the same manual under Chrysler tune-up specifications, the
1953-55 Crown Imp had 12 volts, the '53-'55 Custom Imp had 6 volts.
It appears that none of you [or me] is going to get an award in electrical
engineering or Chrysler history.  Mean while Jim has a nice ride that he'd
like to get running.