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Oh and if the brushes were worn out in the fp wouldn't that cause the amperage draw to go down and rotational speed slower?

I can snap a pic but then don't know how to upload it the only way i figure is through email, my email is [email protected] send me an email and i will send an email with the pics in the attachment. I will send one from the Toyota which is decent all even humps and around 9 1/2 ms per 1...

And the real kicker of this thing iz when i first put the brand new pump in I didn't like the waveform, from now on when i check the waveform on a new pump if i don't like it too bring it back.

I picked up a perfectly good working FLUKE199C for a low price of 120.00 ahhhhhhhhhhh.

Thnx stick when I put the high pressure pump also did the inline filter soon after did the intank pump and sock 308 dollars. Back a few months ago I could hook onto the FL feed wire and instantly drew a decent waveform. Now yesterday I hooked to the Toyota and it did the samething that it did...

Okay got the low amp probe set at 100 Mv/a The dso set at 10mv. I tested a few different locations on the feed wire and before clamping the wire the red line on the scope is at zero line, once i clamp the wire the scope trace rises up off the screen and by playing with the zero button on the...

got an amp draw of 5.2 amps.

What got me started on this ignition adventure was fixing a 0.6 voltage drop from the relay to the inertia switch. Before the fix the fuel pump rotational speed was 17 Ms as seen with a low amp current probe. Also the van ran consistently lean. After repairing the voltage drop fp rotational...

Wow that was a definitely quick answer thnx. Im using a Fluke 199c with a 10,000:1attenuation ignition pickup, and while the firing lines are kinda high, the spark kv stays around 2kv and burntime is 1.6ms to 2ms. The vehical is a 1990 Ford e150 van 5.8 liter.

Can anyone explain scope testing the rotor air gap?