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#31
06-26-2006, 08:17 PM
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"they do not get a constant DC current, more of a pulse "
That depends on the age of the car... in the old days the coil ( 6 volt coil was used on 12 volt cars ...hence the need for the ballast resistor or calibrated wire )... and it got constant DC ... then when that was interrupted the collapse of the electromagnetic field caused the high voltage in the secondary windings to cause the spark... Later, when capacitor discharge ignitions came into being the electricity went to the capacitor and then a large pulse was sent to the coil ( wound differently ) to get the high voltage at the sparkplug. 
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#32
06-26-2006, 08:36 PM
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Just to throw another variable into the mix. Have you checked the clutch gap? Mine is about .0045" right now. Usually it will not engage on it's own. Try starting the car turn on the air and, are you ready,poke the front of the clutch with a stick
 If i remember correctly the gap should be about 0025". I believe the spring plate has to be seperated from the clutch to adjust the gap. Well maybe in my spare time. A/C shop said $200 to adjust the gap have to pull the compressor down to fit the clutch puller on the clutch. Good luck.
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Kevin 82 300D
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#33
06-27-2006, 12:37 AM
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Does anyone know where the negative lead reaches ground? I don't want to hack up the wiring, but right now thats my only option. It looks like both leads head into the firewall.
I appreciate all the help, Thank You
__________________
1976 BMW 2002- 100k 1995 BMW 325i 175k 1984 Mercedes Benz 300D Turbo Diesel- 270,000 mi 1981 Mercedes Benz 240D- Estimated 300,000+ mi Returned to the earth
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