We are thinking the same thing here but expressing it differently. What I'm saying if the 6V starter on 5V drew 500amps, that's 2,500W. Apply 10V to that same starter, current can double depending on rpms, back emf, load etc. That would be 1000amps X10V for 10,000W. Four times the input power. Of course output power on the pinion to the flywheel will be less than 4X due to magnetic path saturation etc. The problem with 6V systems is getting enough voltage across the coil when cranking. With the battery terminal voltage dropping to 5V while cranking. Then voltage drop on the cables, switches, conenctions and chassis return path. The coil may see only 3V, no wonder the engine won't start. There isn't enough voltage built to jump the gap on a wet plug. Now taking a look at the typical system. A 6V battery from bargain bob's,dusted off from the back of the rack a few years ago.Walmart 4 gauge discount bin cables. Some high resistance cable conenctions becuase everything wasn't truely buffed down to clean metal. A chassis return path through sheet metal istead of bolting directly onto the starter's mounting bolt. Plugs gapped a little wide with some soot on them and wet from being flooded. High resistance automotive plug wires instead of solid core, resistor plugs too. Now try to start a worn out machine on a cold day with summer oil in the crankcase. And old gasoline in the tank. Odds are she isn't going to start.
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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