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A: 1.Park your car on an even surface, turn your car off, and allow it to cool down.

2. Use your OBD II scanner tool to determine the cylinder with the issue.

3. Remove the ignition coil.

4. While you’re here, it’s a good idea to inspect the spark plugs for damage, and if it’s been long enough, replace them, as well.

5. Inspect the housing for cracks, holes, or any other damage. They could be the source of your issues.

6. Use a spark tester to check the ignition coil.

>Plug the tester into the coil.

>Attach the ground wire.

>Plug in the coil connector.

>Adjust the spark gap to the correct measurement.

>Start the engine.

>If there’s spark, great, it works! If there’s no spark, it’s a bad coil.

A: In modern systems, the distributor is omitted and ignition is instead electronically controlled. Much smaller coils are used with one coil for each spark plug or one coil serving two spark plugs (for example two coils in a four-cylinder engine, or three coils in a six-cylinder engine). A large ignition coil puts out about 40 kV, and a small one such as from a lawn mower puts out about 15 kV. These coils may be remotely mounted or they may be placed on top of the spark plug, known as direct ignition (DI) or coil-on-plug. Where one coil serves two spark plugs (in two cylinders), it is through the wasted spark system. In this arrangement, the coil generates two sparks per cycle to both cylinders. The fuel in the cylinder that is nearing the end of its compression stroke is ignited, whereas the spark in its companion that is nearing the end of its exhaust stroke has no effect. The wasted spark system is more reliable than a single coil system with a distributor and less expensive than coil-on-plug.

Where coils are individually applied per cylinder, they may all be contained in a single molded block with multiple high-tension terminals. This is commonly called a coil-pack.

A bad coil pack may cause a misfire, bad fuel consumption or loss of power.

A:Formerly, ignition coils were made with varnish and paper insulated high-voltage windings, inserted into a drawn-steel can and filled with oil or asphalt for insulation and moisture protection. Coils on modern automobiles are cast in filled epoxy resins which penetrate any voids within the winding.

A modern single-spark system has one coil per spark plug. To prevent premature sparking at the start of the primary pulse, a diode or secondary spark gap is installed in the coil to block the reverse pulse that would otherwise form.

In a coil meant for a wasted spark system, the secondary winding has two terminals isolated from the primary, and each terminal connects to a spark plug. With this system, no extra diode is needed since there would be no fuel-air mixture present at the inactive spark plug.

In a low-inductance coil, fewer primary turns are used, so primary current is higher. This is not compatible with the capacity of mechanical breaker points, so solid-state switching is used.

A: An ignition coil consists of a laminated iron core surrounded by two coils of copper wire. Unlike a power transformer, an ignition coil has an open magnetic circuit — the iron core does not form a closed loop around the windings. The energy that is stored in the magnetic field of the core is the energy that is transferred to the spark plug.

The amount of energy in the spark required to ignite the air-fuel mixture varies depending on the pressure and composition of the mixture, and on the speed of the engine. Under laboratory conditions as little as 1 millijoule is required in each spark, but practical coils must deliver much more energy than this to allow for higher pressure, rich or lean mixtures, losses in ignition wiring, and plug fouling and leakage. When gas velocity is high in the spark gap, the arc between the terminals is blown away from the terminals, making the arc longer and requiring more energy in each spark. Between 30 and 70 milli-joules are delivered in each spark.

A: An ignition coil (also called a spark coil) is an induction coil in an automobile's ignition system that transforms the battery's voltage to the thousands of volts needed to create an electric spark in the spark plugs to ignite the fuel. Some coils have an internal resistor, while others rely on a resistor wire or an external resistor to limit the current flowing into the coil from the car's 12-volt supply. The wire that goes from the ignition coil to the distributor and the high voltage wires that go from the distributor to each of the spark plugs are called spark plug wires or high tension leads.

A: Ignition coil troubleshooting begins by disconnecting a spark plug wire and installing an extra spark plug into the end of the wire. Lay the spark plug on a part of the engine where the plug will be resting against a good ground. Turn the engine over by having a helper hold the key in the start position while the spark plug is observed for a good spark.

A: We at Torch endeavour to achieve „Total quality“ on three mutually independent levels: - Integrated automatic checks Test modules integrated into the automatic manufacturing cycle check all assemblies to ensure that only those which are in perfect condition remain in production. All others are immediately removed from the line before they give rise to unnecessary costs.

A: There are four outstanding features of Torch igntion coils:

High-precision ignition components

Customer-specific developments and system integration

Rational computer-controlled manufacturing techniques

High-tech quality based on zero-defect programmes

A: Ба ҳарорат тобовар: то 150 °C, давраҳои кӯтоҳ то 165 °C

A: TORCH igntion coils can undertake voltage greater than 30 KV

A: TORCH manufacturing facilities are of modular design suitable for group working and offer maximum flexibility. They can be expanded, scaled down, combined and converted in a short space of time, thus permitting economical and top-quality production of up to 5,000 items a day alternating between large and small series and the various types of ignition coil.

A: Vehicle manufacturers throughout the world call on the specialist knowledge

of the TORCH development engineers to design the optimum ignition coils for every engine series including the ignition module if required. We are proud of our short development times and customers appreciate a close working relationship with our engineering teams.