Re: very strange ingition problem with 440
[Re: AK_JH27]
#971311
04/11/11 07:12 PM
04/11/11 07:12 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
Joined: Nov 2003
Posts: 36,040
Lincoln Nebraska
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I'd say not the module. Check plugs/wires/rotor phasing/vac leak
live every 24 hour block of time like it's your last day on earth
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Re: very strange ingition problem with 440
[Re: AK_JH27]
#971313
04/11/11 07:34 PM
04/11/11 07:34 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
Joined: Nov 2003
Posts: 36,040
Lincoln Nebraska
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ahhh Rotor Phasing, one of my (two) Mopar obsessions. Due to stackup of tolerances when it fires the rotor may b just far enough away from the underside of the dist cap terminal that it misfires under load but OK w no load. check by drilling a 1/2" hole in the top flat of the dist cap 2/3 of the way between the center terminal and the #1 terminal closer to the #1 terminal and shine your timing light down on it at a high enough rpm where the mechanical slots are maxed out and at a high enough vac (low load which is not to b confused w the high load that it misses at) so that the vac adv is maxed also & see how far the metal rotor blade tip is from the underside of the #1 cap terminal at speed and note that vac adv shifts phasing opposite the direction of rotor rotation. It is set in stone but can b changed by modding some parts and does not change w timing but vac adv does change it. This hole also vents ionized air which slightly contributes to misfire like the air space under a tree struck by lightning becomes electrified. If the distance is too great it will miss under load just like a plug w way too much gap but I'd check the others first. Holler when you discover what it is
live every 24 hour block of time like it's your last day on earth
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Re: very strange ingition problem with 440
[Re: AK_JH27]
#971316
04/11/11 08:08 PM
04/11/11 08:08 PM
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Joined: Apr 2010
Posts: 1,216 Under My Car
Mopar_Country
pro stock
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pro stock
Joined: Apr 2010
Posts: 1,216
Under My Car
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Quote:
Hey all
have this problem and i think i may have a bad ignition control module, i hooked up my meter to the coil and with the car running it is only showing about 7 volts. shouldn't it be more like 11-12V ? when i increase the rpm's in park it revs just fine, but when i put a load on it (driving) the motors pops and its like its dragging a house. This is a new motor and has had this problem since day one. could a bad module cause the lack of power?
If you are running a ballast resistor that would be about right 7-9 volts. It should get a full 12 volts when cranking and the run circuit drops to a lower voltage.
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Re: very strange ingition problem with 440
[Re: TooMany62s]
#971317
04/11/11 09:32 PM
04/11/11 09:32 PM
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Joined: Oct 2010
Posts: 606 Montana
Yancy Derringer
mopar
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mopar
Joined: Oct 2010
Posts: 606
Montana
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Quote:
I believe with the engine running the coil voltage is supplied through the ballast resistor. Therefore depending on the resistor the voltage will be less than 12V. 7V may actually be ok.
Actually they generally do run higher than 7v it depends on:
engine RPM
what resistance the ballast happens to be in this import world
what coil you are running and even a stocker may be "slightly hotter" one out of 100, etc
This is strickly a function of:
How good the wire connection is through the bulkhead to the ign switch, although the regulator (which "senses" off this line) is going to TRY and keep it at 14V running
RPM, which changes the duty cycle of the on/ off pulse, which is what you are reading the "average of"
The resistance of the ballast, AND it's temperature characteristics. I frankly doubt--with the stories we hear about ballast failure rates nowadays---that they are 'what hey once were'
The current draw of the coil you are running The more current the coil draws, the lower it pulls the voltage reading. "Ohm's law."
This voltage has nothing to do with rotor phasing
(Bad) rotor phasing is quite simply that the points/ pickup/ advance system causes the spark to occur when the rotor is coming around NOT pointing to the tower contacts.
Frankly I think this is over rated. A SIMPLE WAY to tell if you have a big phasing problem is SIMPLY LOOK INSIDE THE CAP. If you see "carbon tracks" either "leaving" or "approaching" the cap contacts, then you definately have a problem.
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Re: very strange ingition problem with 440
[Re: Yancy Derringer]
#971318
04/11/11 11:29 PM
04/11/11 11:29 PM
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Joined: Jan 2003
Posts: 27,421 Balt. Md
383man
Too Many Posts
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Too Many Posts
Joined: Jan 2003
Posts: 27,421
Balt. Md
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Best way to check it is with the key on and eng off. This way the current is flowing to ground and with a standard Mopar electronic ign and a ballast you should see about 6 or 7 volts. One big factor with the eng running is dwell time. Everytime the ECU opens the coil ground (fireing plugs) you will see 12 volts at the coil and when its grounded you will see about 6 or 7 on the coil + and 0 volts on the coil - side. So with the eng running this happens so fast you get an average of the 2 readings. Also how hot the ballast is makes a small difference. Test it with the key on eng off. Ron
Last edited by 383man; 04/11/11 11:31 PM.
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Re: very strange ingition problem with 440
[Re: Yancy Derringer]
#971321
04/12/11 01:07 AM
04/12/11 01:07 AM
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Joined: Feb 2003
Posts: 10,200 Someplace you aren't
SomeCarGuy
I Live Here
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I Live Here
Joined: Feb 2003
Posts: 10,200
Someplace you aren't
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So I'm thinking that "the word" was a jpg or similar inserted.
Maybe an IMG from a hosting site???
Just guessing. It took me a few tries to get a sig pic to work at all. That is about my understanding of computers.
I want my fair share
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Re: very strange ingition problem with 440
[Re: 383man]
#971322
04/12/11 06:14 AM
04/12/11 06:14 AM
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Joined: Jan 2003
Posts: 1,788 Greer, SC
TooMany62s
top fuel
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top fuel
Joined: Jan 2003
Posts: 1,788
Greer, SC
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Quote:
Best way to check it is with the key on and eng off. This way the current is flowing to ground and with a standard Mopar electronic ign and a ballast you should see about 6 or 7 volts. One big factor with the eng running is dwell time. Everytime the ECU opens the coil ground (fireing plugs) you will see 12 volts at the coil and when its grounded you will see about 6 or 7 on the coil + and 0 volts on the coil - side. So with the eng running this happens so fast you get an average of the 2 readings. Also how hot the ballast is makes a small difference. Test it with the key on eng off. Ron
Doesn't the coil draw voltage even when the engine is not running?
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