Coil issue? Runs for 90 minutes and quits

[ndutton]

[Off topic]

Just one question.
How do you make you make the ohms sign? Do you use a Greek letter ?

For those with a PC, hold down the 'Alt" key while you type 234 on the numeric keypad. There's a whole world of Alt codes: arrows, Greek letters, algebraic signs, degrees symbol, all kinds if stuff. My sincere thanks to Shawn Stanley for enlightening me.

edit: Mr. Bing, might want to work on how you quoted me

[hanleyclifford]

It is all about what works and reliability. You have got that down.
My engine has the original coil, as far as I can tell. It gets pretty hot. I have often wondered how hot, and what the current is. I just never got around to measuring it. It keeps going. I have 3 spare coils aboard, just in case.

I have thought of going with the electronic ignition, but dont see the need. My access is great. The engine is in the middle of the cabin. I ran the ICW from Annapolis to Florida. Great trip.

I keep threatening to do it again. Maybe come see you Hanley.

Actually the main reason to go EI with an A4 is to escape the problem of distributor lobe wear which requires ever decreasing gap to achieve specified dwell. The main reason for all this discussion of coils is the increased dwell of the EI which puts the screws to coils that might be functioning fine with points.

[joe_db]

My $0.02:
I had EI before the coil issue was known and went through quite a supply of them. Once they go bad ONCE, they are doomed. It might be days or weeks later, but they will fail again and eventually they fail for good.
I know Indigo now sells a ballast resistor, Moyer Marine has the correct resistance coil for Pertronix, and I think Pertronix quit suggesting the wrong coil. This forum gets credit for the first two and maybe the third as well

* the old hand at the local Western Auto here knows which of his coils works for an A4 with no ballast. You don't see THAT every day

[hanleyclifford]

As with so many electrical components heat is the enemy of the ignition coil. This is one reason why coils should be mounted on bulkheads rather than the engine block. If your coil is too hot to touch, it is probably working too hard and action is indicated.

[BadaBing]

Neil.
There is much more than just how I quote you that I should work on.
Regardless on my thumbprint skills, or lack there of, I deeply appreciate the wealth of experiance, knowledge and hard earned wisdom shared here.

[romantic comedy]

What is the best way to check the distributor for lobe wear?

[hanleyclifford]

What is the best way to check the distributor for lobe wear?

Just put a dwell meter on coil -. Adjust the points until you get the dwell spec for your distributor. Then use a feeler gauge set to determine the gap. If the gap is below .012" consider EI and all the drill that comes with it. I've had engines running on much smaller gaps but the points get chewed up faster.

[hanleyclifford]

Okay, another round.

• The 4 amp number comes from the manufacturer of our typical electronic ignition, Pertronix and is a maximum. Nobody suggested we need 4 amps to function but rather that the manufacturer specifies their product should not be subjected to greater than 4 amps. This has been clearly stated time and time again, as recently as post #16 in this thread only a few hours ago. Why is it still in question?
• About your question of how many amps to get a coil to produce spark, we can get a coil to produce spark with a fraction of an amp but it will take longer for the coil to reach saturation, a minimum amount of voltage being present. The amperage factor affects the time it takes for the coil to reach saturation, not if it will. The question was a misdirection because it has nothing to do with Phil's shutdown problem, the subject of this thread.
• Why the continued avoidance, resistance if you will (pun intended), of the extensive studies performed here with a proven track record? It matters not who did it but that it was done, resolved, solution reached and applied successfully. I cannot understand the motivation.
• Still avoiding my 9 volt example?
• Again, sorry Phil and others but it's painfully obvious I've had it up to here with this constant obfuscation of a resolved issue. Time for a sabbatical.

This might answer a few questions - or raise a few.

[sastanley]

[Off topic]
For those with a PC, hold down the 'Alt" key while you type 234 on the numeric keypad. There's a whole world of Alt codes: arrows, Greek letters, algebraic signs, degrees symbol, all kinds if stuff. My sincere thanks to Shawn Stanley for enlightening me.

edit: Mr. Bing, might want to work on how you quoted me

Hi everyone..I am not dead, just busy.

Everything else is being hashed out, but I can provide this to help close the loop on the Alt codes Neil mentioned a few posts back, even though I am a couple weeks late. My whole life is a couple weeks late these days.

http://www.alt-codes.net/

[67c&ccorv]

Oh...excuse me, I was looking for an "oil" thread.

[BunnyPlanet169]

oh...excuse me, i was looking for an "oil" thread.

lmfao

[hanleyclifford]

Oh...excuse me, I was looking for an "oil" thread.

Run a few more volts into your c"oil" and lean over it with your necktie.

[jsmickey19]

Yet another thread on electronic ignition/coil problems. Everyone I know who has gone this route has had problems.
After reading thru all this I have to ask, Why would anyone want to put themselves thru this BS when the original AC Delco system works just fine.
I've owned my 73 A4 since 1986 and have only replaced the coil once. $40 worth of tune up parts every couple of years and this marvelous old machine keeps running like a top!

[ndutton]

De`ja vu all over again

jsmickey, your post is nearly word for word identical to my first post on this forum several years ago. The problems of electronic ignition on the A-4 have since been determined and resolved. Anyone still having problems is either not aware of the proper and complete system installation or is and decides to go their own way. A third possibility is they might not have followed the prescribed installation to the letter. We shouldn't blame electronic ignition for the choices of the latter two.

Thus far there have been no reported EI failures for those who followed the protocol precisely. None, zero. It's been 3 or 4 years since the resolution was reached. Do it right and there's no problem.

In addition, MMI now offers a coil specifically manufactured to the requirements of electronic ignition on the A-4. You'll not find a coil off the shelf at the corner auto parts store that meets MMI's specification.

But you're right. Points type ignition works fine as long as it stays in adjustment and the cam lobes aren't worn and the condenser isn't faulty.

[hanleyclifford]

jsmickey, your post is nearly word for word identical to my first post on this forum several years ago. The problems of electronic ignition on the A-4 have since been determined and resolved. Anyone still having problems is either not aware of the proper and complete system installation or is and decides to go their own way. A third possibility is they might not have followed the prescribed installation to the letter. We shouldn't blame electronic ignition for the choices of the latter two.

Thus far there have been no reported EI failures for those who followed the protocol precisely. None, zero. It's been 3 or 4 years since the resolution was reached. Do it right and there's no problem.

In addition, MMI now offers a coil specifically manufactured to the requirements of electronic ignition on the A-4. You'll not find a coil off the shelf at the corner auto parts store that meets MMI's specification.

But you're right. Points type ignition works fine as long as it stays in adjustment and the cam lobes aren't worn and the condenser isn't faulty.

But the points don't stay in adjustment; and the lobes continue to wear and cannot be replaced (yet); and condensers continue to be faulty (sometimes right out of the box). EI is rapidly approaching a requirement (for all but the most stubborn, of which I was one until quite recently). Add to that the ever increasing requirements and complexities of electrical systems on cruising boats, and we can see the increasing importance of total electrical system planning and monitoring.