ignition!
#76
Banned
iTrader: (3)
And, so? You mean relocate the car and the driver? I'm not sure what you are getting at.
The coil failure rate is probably in the 20% range or higher here.
That said, I went through two sets back in Maryland. The dealer there couldn't keep them on the parts shelf (that was before the revision and TSBs).
The coil failure rate is probably in the 20% range or higher here.
That said, I went through two sets back in Maryland. The dealer there couldn't keep them on the parts shelf (that was before the revision and TSBs).
#77
Registered
So are you saying that if I want to operate my power windows, or my headlights, or seat warmers, or heater blower, or my rear window defroster, or something that say wants 15 amps at 12 volts I will need from 57 to 84 volts to drive it?
#78
RotoRocks Powered
I think he talks specifically about the resistance on the coils. No?
#81
Banned
iTrader: (3)
Just as an example, BTW, before you start spinning around and spitting.
If you have a power window circuit that consumes 15A (which is a LOT, but that was your example) and the resistance across ground is 3 ohms, you will see an additional 3.8A through the electrical path above the load demand.
If you have a power window circuit that consumes 15A (which is a LOT, but that was your example) and the resistance across ground is 3 ohms, you will see an additional 3.8A through the electrical path above the load demand.
#82
Registered User
And, so? You mean relocate the car and the driver? I'm not sure what you are getting at.
The coil failure rate is probably in the 20% range or higher here.
That said, I went through two sets back in Maryland. The dealer there couldn't keep them on the parts shelf (that was before the revision and TSBs).
The coil failure rate is probably in the 20% range or higher here.
That said, I went through two sets back in Maryland. The dealer there couldn't keep them on the parts shelf (that was before the revision and TSBs).
However now that you mention it maybe you could try Alaska
I checked other cars for coil failures and the only significant number was 25 coils for 2003-2004 Mazda 6.
Just as a matter of interest I checked our RX8 data for other failures and it can be summarised as follows:
No of cars:152
Engines replaced:1 HO 1 standard
Transmissions replaced:2 six speed man,1 4spd auto
Coils:4 on 1 car.
Clutches:3(plus 2 with the 6-speed gearboxes)
Catalytic converters:10
Sun visors:5 sets
Rear Lamps:12 sets
Heater control units:3
MOP:1
These are real data(I ordered most of the parts) and in some cases may be at variance with your experience.But it is what it is.
#84
Registered
It's been about a week now that I've been waiting for someone to comment on the nonsense that's been spoken here. But comments such as this
Really do mean that there is some confusion. There are two topics - the grounding kits and the coil failures. I was speaking about the grounding kits.
and this:
When complete rubbish can be viewed as 'knowing your stuff', there really is a serious lack of understanding. There is nothing wrong with this except that it might be phrased as "I don't really understand this so am not in a positon to comment..."
But first I would like to address this comment:
You might be appreciative of the fact that we have someone on the 'inside' that has made the effort to provide some real facts for a change. I know that facts can get in the way of theories sometimes. Furthermore, you initially implied that coil failure rates were independent of climate. Now you appear to say they do depend on climate. I guess you can't lose if you take on both sides of the argument.
Really do mean that there is some confusion. There are two topics - the grounding kits and the coil failures. I was speaking about the grounding kits.
and this:
But first I would like to address this comment:
You might be appreciative of the fact that we have someone on the 'inside' that has made the effort to provide some real facts for a change. I know that facts can get in the way of theories sometimes. Furthermore, you initially implied that coil failure rates were independent of climate. Now you appear to say they do depend on climate. I guess you can't lose if you take on both sides of the argument.
#88
No respecter of malarkey
iTrader: (25)
Originally Posted by Phil's 8
Originally Posted by Phil's 8
This forum is a lesson on how to ask a question and then endear yourself to the people answering your question.
This forum is a lesson on how to ask a question and then endear yourself to the people answering your question.
I've learned fairly early on to give people just enough ammunition to shoot themselves in the foot and then get out.
including yourself ...
Last edited by TeamRX8; 08-02-2007 at 03:19 PM.
#89
RotoRocks Powered
It's been about a week now that I've been waiting for someone to comment on the nonsense that's been spoken here. But comments such as this
Really do mean that there is some confusion. There are two topics - the grounding kits and the coil failures. I was speaking about the grounding kits.
Really do mean that there is some confusion. There are two topics - the grounding kits and the coil failures. I was speaking about the grounding kits.
MM is arguing the point that grounding kit reduces the resistance. Does it not?
#90
Registered User
What shape were your wires in?The reason I ask is that we have changed about 6 sets of wires.
What did you use for replacements?The part no. currently used in the US is not available in Canada,although the part we get is actually the same part--it just costs about 4 times more.
#93
Registered
I am not having a problem with anything other than the usual (no start, moisture in taillight, dealer screwups etc.) Did I indicate somewhere that I was? I may have, I just don't remember.
#94
Registered
To a request for evidence that grounding kits work:
Which was responded with
Followed by
Q: A device normally draws 15 amperes when placed under a potential of 12 volts. The negative terminal of said device is returned to a local ground (engine block, body panel, etc.). Under ideal conditions this ground is connected with zero electrical resistance to true ground (battery negative). If this local ground should be impeded from true ground by a 3 ohm resistance, what would the battery voltage have to be in order that said device operate at its normal ratings?
A: The circuit now includes the 3 ohm resistance which must also pass the 15 amp current. In order that 12 volts be dropped across said device, the battery voltage would have to be:
V = 12 + 15*3 = 12 + 45 = 57 volts
If that resistance were 6 ohms, then the voltage would have to be 102 volts.
Since the battery voltage is what it is, the question could be phrased differently.
Q: Given the above situation with the faulty ground, what voltage would be developed across said device?
A: The effective resistance of the device is V/I = 12/15 = 0.8 ohms. With a 3 ohm resistor in series with the device, the voltage drop across the device becomes:
V=12*(0.8/(3+0.8)) = 12*0.211 = 2.53. The current would be 12/3.8 = 3.16 amps
For a 6 ohm resistor, the voltage across said device would be 1.41 volts, the current 1.76 amps.
The car would probably not run with resistances this high provided you could even get it started. On a very cold winter morning where I live, the starter probably draws more than a couple hundred amps while the battery voltage probably drops to the vicinity of 8 volts. Figure out how much starting voltage would actually be needed if the resistance between the engine block and the battery negative were even as low as 0.1 ohm.
A: The circuit now includes the 3 ohm resistance which must also pass the 15 amp current. In order that 12 volts be dropped across said device, the battery voltage would have to be:
V = 12 + 15*3 = 12 + 45 = 57 volts
If that resistance were 6 ohms, then the voltage would have to be 102 volts.
Since the battery voltage is what it is, the question could be phrased differently.
Q: Given the above situation with the faulty ground, what voltage would be developed across said device?
A: The effective resistance of the device is V/I = 12/15 = 0.8 ohms. With a 3 ohm resistor in series with the device, the voltage drop across the device becomes:
V=12*(0.8/(3+0.8)) = 12*0.211 = 2.53. The current would be 12/3.8 = 3.16 amps
For a 6 ohm resistor, the voltage across said device would be 1.41 volts, the current 1.76 amps.
The car would probably not run with resistances this high provided you could even get it started. On a very cold winter morning where I live, the starter probably draws more than a couple hundred amps while the battery voltage probably drops to the vicinity of 8 volts. Figure out how much starting voltage would actually be needed if the resistance between the engine block and the battery negative were even as low as 0.1 ohm.
#95
Registered
Just as an example, BTW, before you start spinning around and spitting.
If you have a power window circuit that consumes 15A (which is a LOT, but that was your example) and the resistance across ground is 3 ohms, you will see an additional 3.8A through the electrical path above the load demand.
If you have a power window circuit that consumes 15A (which is a LOT, but that was your example) and the resistance across ground is 3 ohms, you will see an additional 3.8A through the electrical path above the load demand.
About the window. Some time ago I did a test because I was curious to know what happened when the power window button was held down after the window had reached the end of its travel. I rigged a 20 amp full scale analog ammeter in series with the window wiring. Here is what happened.
On pushing the button, there was a large instantaneous pulse of current (expected). The current attained a steady state of something less than 10 amps (can’t remember exactly) during window movement. When the window reached the end of its travel, the current suddenly shot up to the upper part of the scale (in the area of 15 amps, again cannot remember exactly). I kept holding the button down for an additional 8-10 seconds. The current kept flowing. I had expected a current cutoff before then.
For what its worth, I can tell you the sunroof does not operate that way. The current cuts off as soon as it reaches the end of its travel. I cannot remember how much current it drew, nor did I test to see what would happen if I tried to impede its movement.
#96
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This is a fun read!
You guys are way beyond me when it comes to E&M (I was never too gifted at physics), but from my toying around with car audio 3 to 6 ohms sounds like a lot of resistance.
Maybe this was already posted, but what are the exact symptoms of coil pack failure? Ever since my track day when the car ran super hot and spilled collant all over my K&N and my car started running so clean I can almost eat off the inside of the exhaust tips, I'm pretty much paranoid about anything being broken.
You guys are way beyond me when it comes to E&M (I was never too gifted at physics), but from my toying around with car audio 3 to 6 ohms sounds like a lot of resistance.
Maybe this was already posted, but what are the exact symptoms of coil pack failure? Ever since my track day when the car ran super hot and spilled collant all over my K&N and my car started running so clean I can almost eat off the inside of the exhaust tips, I'm pretty much paranoid about anything being broken.
Last edited by kinchu007; 08-01-2007 at 02:46 PM.
#97
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3ohms is not that much resistance, think about it an LED tends to like a 1k ohm resister before it. Now when talking about capacitance ferrets(sp?); 3 ferrets(sp?) is a decent amount and could kill you if discharged into your body.