Ignition and injection
To prevent misfiring, a voltage level significantly higher than normal requirements is necessary. This is because the voltage continues to increase until the space between the center electrode(s) and ground electrode(s) is
ionized. If the ignition system cannot reach this high voltage or if there is a path to ground before reaching the respective electrode(s), the mixture will not ignite in this cylinder.
The consequences of frequent misfires are fatal, because in addition to higher fuel consumption and reduced performance, damage to the catalytic converter cannot be ruled out. Under certain circumstances, the
combustion of the mixture there and the corresponding temperature, regardless of whether ceramic or metal, can create a mass that can completely block the exhaust system. It's good when modern engine management
systems detect such malfunctions and at least adjust the fuel injection for that cylinder.
So, additional kilovolts and safe isolation are absolutely necessary. You can probably imagine that even during ionization, no constant current flows. First, a large amount of energy is required to make the mixture between
the electrodes conductive. There are enough reasons that make this difficult: lean mixture, deposits on the electrodes, high pressure, maybe even too much turbulence. The shape of the electrodes involved also plays a
role. Sharp edges tend to facilitate easy sparking.
Coating and burning of edges are, of course, an issue when it comes to the aging of spark plugs. This can be partially compensated for by a higher available ignition voltage. But it is also clear
that difficulties are more likely to arise if this reserve is used up by other adverse circumstances, e.g., during a cold start in winter.
If you seriously consider the idea of reviewing such a system, there are actually two levels. The basic functions can be tested very easily using a standard multimeter or even just a test lamp. This would be interesting, for
example, if the engine does not make a sound except for the starting rotational speed. Both single and double spark coils must receive 12V positive (pin 15) and, depending on the ignition to be triggered, several negative
signals (pin 1).
So if Plus is connected and a light connected to 15 and the respective 1 is clocking properly, then the signals from the control unit should be OK. We assume that these will take place at the right time. It may still turn out that
this is not the case due to completely inadequate sensor signals. So if you replace the ignition coil and/or spark plugs now, the error may be fixed, but it will not be properly analyzed and therefore will not necessarily not
occur again.
There are few errors more annoying than those that occur sporadically and/or are not recognized at all or are recognized incorrectly by the error memory. But, once you're in the workshop, the engine purrs like a cat.
Effective countermeasures: You can take the tester with you on your trip, e.g., as a laptop, or you can have a test environment available that provides the appropriate control signals and thus also simulates more difficult
situations with the components installed as far as possible.
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