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A predecessor system called "Unitized Ignition" was optional on 1972 and 1973 Pontiacs. [citation needed] Most—but not all—HEI systems have the ignition coil mounted in the distributor cap. A control module and magnetic pickup are mounted in the distributor, in place of a conventional ignition system's breaker points and condenser.
An ignition coil is used in the ignition system of a spark-ignition engine to transform the battery voltage to the much higher voltages required to operate the spark plug(s). The spark plugs then use this burst of high-voltage electricity to ignite the air-fuel mixture. The ignition coil is constructed of two sets of coils wound around an iron ...
The main differences between RFT and conventional eddy-current testing (ECT) is in the coil-to-coil spacing. The RFT probe has widely spaced coils to pick up the through-transmission field. The typical ECT probe has coils or coil sets that create a field and measure the response within a small area, close to the object being tested.
No fault found (NFF), no trouble found (NTF) or no defect found (NDF) are terms used in the field of maintenance, where a unit is removed from service following a complaint of a perceived fault by operators or an alarm from its BIT (built-in test) equipment. The unit is then checked, but no anomaly is detected by the maintainer.
Since the early 2000s, many cars have used a 'coil-on-plug' direct ignition system, whereby a small ignition coil is located directly above the spark plug for each cylinder. This design means that high-voltage electricity is only present in the small distance between each coil and the spark plug.
It is prone to damage from heat. It was created with surface-mount technology parts, allowing it to be much smaller than the previous Dura-Spark ignition module. The ignition coil used is the E-Core design. This ignition coil design is more efficient than the older-style cylinder-shaped ignition coils.
A "thumper" test set applies a high-energy, high-voltage pulse to the cable. Fault location is done by listening for the sound of the discharge at the fault. While this test contributes to damage at the cable site, it is practical because the faulted location would have to be re-insulated when found in any case. [7]
When it goes wrong, it stops transmitting the signal which contains the vital data for the ignition and other parts in the system. A bad crank position sensor can worsen the way the engine idles, or the acceleration behaviour. If the engine is revved up with a bad or faulty sensor, it may cause misfiring, motor vibration or backfires.