The condenser is wired across the contact breaker to limit arcing and thus reduce contact erosion by the spark which occurs even with twleve volts due to the induced back voltage caused by the collapse of the LT circuit when the breaker opens. Usually a condenser will bolt to the body of the 'strib, and the SINGLE wire will conect to the unearthed side of the contacts. The contact breaker is an earth return switch in that the live feed goes direct to the coil and to earth via the contact, in the 'strib, which is the best way to do it as it limits the voltage across the points, when conducting, (closed state) due to the voltage drop across the coil. You could theoretically, wire the condenser across terminal one and earth, as the black wire from terminal one connects to the 'breaker set, but the earth connection should still be to metal case of the 'strib. FYI, the other, green, wire from terminal one on the coil is the trigger for the rev counter. The controller you refer to may be ( imho) little more than a glorified transistorised switch, controlled by the C/B points that further reduces the switched load on them, helping to maintain reliability and reduce maitenence. Don't forget there are ballast resistors in the circuit, Pin 10 plug A, blue / black, 0.4 ohms and term 16 starter solenoid, to black / yellow 0.6 ohms, both feeding T1 on the coil. The 0.4 ohm ballast is bypassed by the feed from solenoid T16 in starting mode only, otherwise they are in series. If you don't have the control unit check that there is an connection on the side of the fuel metering unit. On the early pre-control unit models this was used to enable the fuel pump relay. (normally closed, relay disabled) flap raised, engine drawing in air connection broken relay enabled. This I have always believed to be a safety device (in the event of a stalled engine, perhaps in a crash, the fuel pump will default to off, even if the ignition is on, which is handy if any of the fuel lines have been ruptured. In later models the relay was enabled from a further conection from T1 coil, which detected the changing voltage at the terminal if the engine was running and caused the fuel pump relay to default to off in the same way.
