Will the ignition coil fit. The difference between a contact ignition coil and a non-contact ignition coil. Types of ignition systems

For more than half a century of evolution of carburetor gasoline engines with a contact ignition system, the coil (or as it was often called by the chauffeurs of past years - the "bobbin") practically did not change its design and appearance, representing a high-voltage transformer in a metal sealed glass filled with transformer oil to improve insulation between turns of windings and cooling.

The integral partner of the coil was the distributor - a low voltage mechanical switch and a high distributor. The spark was supposed to appear in the corresponding cylinders at the end of the compression stroke of the air-fuel mixture - exactly at a certain moment. The distributor carried out both the inception of the spark, and its synchronization with the strokes of the motor, and the distribution among the candles.

The classic oil-filled ignition coil - "bobbin" (which means "coil" in French) - was extremely reliable. It was protected from mechanical influences by the steel glass of the body, and from overheating - by effective heat removal through the oil filling the glass. However, according to the uncensored verse in the original version, "It was not about the reel - the idiot was sitting in the cockpit ..."

If you look at the circuit of the contact ignition system, you can find that a muffled engine could stop in any position of the crankshaft, both with closed contacts of the low voltage breaker in the distributor, and with open ones. If, during the previous muffling, the engine stopped in the crankshaft position, in which the distributor cam closed the contacts of the breaker that supplies low voltage to the primary winding of the ignition coil, then when the driver, for some reason, turned on the ignition without starting the engine, and left the key in this position for a long time, the primary winding of the coil could overheat and burn out ... For a direct current of 8-10 amperes began to pass through it instead of an intermittent pulse.

Officially, the coil of the classic oil-filled type is not repairable: after the winding burned out, it was sent to the scrap. However, once upon a time at motor depots, electricians managed to repair bobbins - they flared the case, drained the oil, rewound the windings and reassembled ... Yes, there were times!

And only after the mass introduction of contactless ignition, in which the distributor contacts were replaced by electronic switches, the problem of the combustion of the coils almost disappeared. In most switches, an automatic cut-off of the current through the ignition coil was provided with the ignition on, but not running the engine. In other words, after turning on the ignition, a small time interval began counting, and if the driver did not start the engine during this time, the switch would automatically turn off, protecting both the coil and himself from overheating.

Dry coils

The next stage in the development of the classic ignition coil was the rejection of the oil-filled housing. "Wet" coils were replaced by "dry" ones. Structurally, it was almost the same coil, but without a metal body and oil, covered with a layer of epoxy compound on top to protect it from dust and moisture. She worked in conjunction with the same distributor, and often on sale one could find both old "wet" coils and new "dry" ones for the same car model. They were completely interchangeable, even fitting the "ears" of the mounts.

For an ordinary car owner, there were, in fact, no advantages or disadvantages in changing the technology from "wet" to "dry". If the latter, of course, was made with high quality. "Profit" was received only by manufacturers, since it is somewhat easier and cheaper to manufacture a "dry" coil. However, if the "dry" coils of foreign car manufacturers were initially thought out and manufactured quite carefully and served almost as long as the "wet" ones, Soviet and Russian "dry" bobbins gained notoriety, because they had a lot of quality problems and failed quite often. for no reason.

One way or another, today "wet" ignition coils have completely given way to "dry" ones, and the quality of the latter, even of domestic production, is practically not satisfactory.

There were also hybrid coils: an ordinary "dry" coil and an ordinary contactless ignition switch were sometimes combined into a single module. Such designs were found, for example, on mono-injection Fords, Audi and a number of others. On the one hand, it looked to some extent technologically advanced, on the other hand, the reliability decreased and the price increased. After all, two fairly heating units were combined into one, while separately they cooled better, and if one or another failed, replacement was cheaper ...

Oh yes, even in the piggy bank of specific hybrids: on old Toyotas, there was often a variant of a coil integrated directly into the distributor distributor! It was integrated, of course, not tightly, and in case of failure, the "bobbin" could be easily removed and purchased separately.

Ignition module - rejection of the distributor

A notable evolution in the reel-to-reel world took place during the development of injection motors. The first injectors included a "partial distributor" - the low-voltage coil circuit was already commutated by the electronic engine control unit, but the spark was still distributed to the cylinders by the classic slide valve driven from the camshaft. It became possible to completely abandon this mechanical unit by using a combined coil, in the common body of which individual coils were hidden in an amount corresponding to the number of cylinders. Such units became known as "ignition modules".

The electronic engine control unit (ECU) contained 4 transistor keys, which alternately supplied 12 volts to the primary windings of all four coils of the ignition module, and they, in turn, sent a high voltage spark pulse each to its own spark plug. Even more common are simplified versions of combined coils that are more technologically advanced and cheaper to manufacture. In them, in one housing of the ignition module of a four-cylinder engine, not four coils are placed, but two, but they work, nevertheless, for four candles. In this scheme, the spark is supplied to the candles in pairs - that is, it comes to one of the spark plugs from the pair at the moment necessary for the mixture to ignite, and to the other - idle, at the moment of exhaust gases from this cylinder.

The next stage in the development of combined coils was the transfer of electronic switching keys (transistors) from the engine control unit to the housing of the ignition module. Removal of powerful and hot transistors "at will" improved the temperature of the ECU, and if any electronic switch-switch failed, it was enough to replace the coil, and not change or solder a complex and expensive control unit. In which the immobilizer passwords, individual for each car, and similar information are often spelled out.

Each cylinder has a coil!

Another typical ignition solution for modern gasoline cars, which exists in parallel with modular coils, is individual coils for each cylinder, which are installed in the spark plug well and contact the spark plug directly, without a high-voltage wire.

The first "personal coils" were just coils, but then the switching electronics moved into them, just as happened with the ignition modules. Among the advantages of this form factor is the rejection of high-voltage wires, as well as the possibility of replacement if only one coil fails, and not the whole module.

True, it should be said that in this format (coils without high-voltage wires, mounted on a candle), there are also coils in the form of a single block, united by a common base. They like to use GM and PSA, for example. This is truly a nightmarish technical solution: the coils seem to be separate, but if one "bobbin" fails, a large and very expensive unit has to be replaced ...

Where have we come to?

The classic oil-filled bobbin was one of the most reliable and indestructible components in carbureted and early injection cars. Its sudden failure was considered a rarity. True, its reliability, unfortunately, was "compensated" by an integral partner - a distributor, and later - an electronic switch (the latter, however, related only to domestic products). The “dry” coils that replaced the “oil” ones were comparable in terms of reliability, but nevertheless they failed a little more often for no apparent reason.

Injection evolution forced to get rid of the distributor. Thus, various designs appeared that did not need a mechanical high-voltage distributor - modules and separate coils according to the number of cylinders. The reliability of such structures has decreased even more due to the complication and miniaturization of their "giblets", as well as the extremely difficult conditions of their work. After several years of operation with constant heating from the engine on which the coils were mounted, cracks formed on the protective layer of the compound, through which moisture and oil entered the high-voltage winding, causing breakdowns inside the windings and misfiring. Individual coils, which are installed in candle wells, have even more hellish working conditions. Also, they do not like the delicate modern coils of washing the engine compartment and the increased gap in the electrodes of the spark plugs, which is formed as a result of the long-term operation of the latter. The spark always looks for the shortest path, and often finds it inside the winding of the bobbin.

As a result, the most reliable and correct design of the existing and used ones can be called an ignition module with built-in switching electronics, installed on an engine with an air gap and connected to spark plugs by high-voltage wires. Less reliable are separate coils installed in the candle wells of the block head, and, from my point of view, the solution in the form of combined coils on a single ramp is completely unsuccessful, from my point of view.

An automotive ignition coil is a small metal piece that is used to ignite a fuel plug in engines. The service life of the coils is relatively small, since they have to work at high voltages and in particularly aggressive conditions.

What are ignition coils for?

In petrol and gas engines, the fuel mixture must ignite. Electrical devices such as spark plugs are best suited for igniting. However, the operating voltage in them reaches several tens of thousands of volts... This is where a coil is needed, since in it you can turn 12 volts of current from the battery even into 50 thousand volts. In this case, the coil, despite its apparent simplicity, seriously suffers from external influences. For this reason, it is changed on average every 70 thousand kilometers.

More about the device

Many electrical devices are based on the use of the law of self-induction. The notorious ignition coil consists of the following elements:

Outer layer, it is primary winding, made of thick copper wire with a diameter of 0.8 millimeters. Number of turns: 250-400 pieces;
Inner layer, it is secondary winding, made of thin copper wire with a diameter of 0.1 mm. Number of turns: 19-25 thousand pieces;
The core is made of special transformer steel, which is an excellent ferromagnetic material available.

Switching devices are also distinguished separately, that is, high and low voltage terminals. The latter are supplied to the battery and the metal part of the car, almost always to the frame.

It works like this: the current from the selected source (in a car it is a generator or battery) initially acts in the primary winding, creating electromagnetic field... When the circuit is opened, the self-induction effect is observed: in the secondary winding, when the current strength changes (i.e., it drops to zero), an electromotive force pulse is induced. In unscientific terms, the secondary winding “resists” a sharp change in the current in the primary winding. In this case, the magnitude of the EMF has a dependence on the number of turns and the density of their winding. As a result, tens of thousands of volts can be obtained from several volts, which are demanded by the ignition system.

Core make it layered - so it heats up less. The heated core introduces excessive nonlinearity into the system, and due to which it is impossible to achieve a consistently high value of the inductance of the entire coil. If the core is removed, the inductance will be too low.

In order to avoid trouble, the coil is equipped additional resistances(avoids overheating) and capacitors (softens voltage surges by preventing sparks), isolate each of the layers(prevents the circuit from closing). Note that the coil partly compensates for the disadvantages of high-voltage wires.

Types of ignition systems

Depending on how the fuel mixture is ignited, the following systems are distinguished:

Distribution... One reel took over all the work of working with multiple cylinders. The system is outdated and not very reliable, today it is found only in old cars;
"Twin spark"... The high voltage from one coil provides the operation of two candles, which work with synchronously moving pistons. In this case, the energy provides a spark in one candle, and in the other is wasted. Distinguish between DIS systems and somewhat modernized DIS-COP;
Individual... The coil fits directly onto the spark plug. There is no need for high-voltage wires. Otherwise called the COP system.

So far, the COP system is not very common, but the leading automakers prefer it: despite the apparent complexity, the final ignition system includes only a few elements that must work in accordance with the movement of the pistons in the cylinders. With it, drivers benefit in reliability, repair cost and, oddly enough, appearance - there is no longer any sagging wiring in the engine compartment.

Understanding the replacement time

Problems with the ignition coil largely duplicate those of spark plugs... Namely:

Gasoline consumption has increased;
The engine refuses to work;
Power has dropped;
The exhaust gases have become "dirtier";
The motor began to "triple";
There is a suspicious vibration of the unit;
It became hard to start.

At the same time, as we wrote above, the resource of the coils can be reduced by the whole for a number of reasons: ingress of water, oil vapors and car chemicals, overheating. Any coils instantly fail due to insulation breakdown. And the candles themselves can load them strongly, as a result of which the coil burns out. Individual systems that operate at extreme temperatures and require additional protection are especially vulnerable.

About the expensive manufacturing process

That large transformers and windings for electric motors, that small car reels cost a lot of money. Ultimately, it makes no sense to compare automotive electrics with that at the station, but both are very demanding on materials and production technologies.

Since the secondary winding is made up of a small wire, the correct winding cannot be a simple matter: the wire 0.1 mm thick should lie flat, without the slightest distortions. If you see even a small gap in the spool, you can be sure that the whole product will start to warm up. Along with overheating, the insulation will fail.

Extremely important crimping of wires... When the engine is running, the car begins to vibrate, which means that the wiring of small wires inside the coils plays a role. If they dangle freely, there is a risk of short circuits.

High demands are placed on the materials. The coil body must withstand even heavy mechanical loads. Today the body is made of impact-resistant ABS plastic. Insulation materials in modern coils can serve even in a chemically aggressive environment.

We extend the operation of ignition coils

Manufacturers place the coils in housings filled with epoxy, and most often with transformer oil. This is to prevent overheating of the device. So it is always on the conscience of the car owner to check the part for mechanical damage.

The coils depend on the quality of the wiring. High voltage wires must be kept clean. The same applies to terminals that are covered with a layer of oxide and dirt.

Do not forget watch the candles... They are changed relatively rarely, but the case of using only candles throughout the entire cycle of using the car from purchase to scrapping is quite rare - defective candles need to be replaced as soon as possible, otherwise they will “kill” the coils.

Alas, the ignition coils are not repairable. The coils in them are packed so tightly that in the event of a breakdown of the insulation, it will not be possible to somehow help the situation. In this case, the entire device must be replaced. The same applies to cases of overheating.

Making the right choice

It is most correct to choose the original, guided by the VIN-code of the car. Since the ignition coil is somewhere in the middle of the ignition circuit, it reacts sharply to any deviations from the characteristics specified by the car manufacturer. For example, if a candle requires more energy than the coil can provide, the latter will simply burn out. You can get another "bonus": if the claim the candle gap is very large, the high voltage will try to find a workaround, that is, it will break through the insulation.

Alternatively, you can go to the dealer and provide him with details of the following:

Auto engine;
Model;
Year of issue;
Car body type.

He will pick up the coil even if it was installed non-standard equipment... Alternatively, you can simply remove the coil and ask the dealer for the same or identical counterpart.

A tour of the brands

A significant number of OEM reels are actually produced by the companies that will be listed. This does not mean that it is pointless to take the original. Rather, you gain in time, almost immediately picking up the part you need, installing it and returning to the road.

Of the expensive goods, you should pay attention to those that are in boxes with names. following firms: Valeo (France), Beru (Germany), Magneti Marelli (Italy). The quality of the coils of these companies is very high, but the price, as they say, bites.

Coils of these companies are very popular: Bosch (Germany), NGK (Japan), Tesla (Czech Republic).

Coils from the Czech company Profit, as well as the notorious Danish JP Group, can become a budget solution. They will have to be changed more often than more expensive devices, but even in this case, their purchase will be profitable.

Output

Knowing how to choose the right ignition coil will always be beneficial to you. At first, this device breaks down quite often. Many car enthusiasts confuse coil malfunctions with those of spark plugs or high-voltage wires. Secondly, understanding the specifics of making coils and their work will help you not only to recognize a fake, but also to choose the right adjacent nodes, such as the mentioned candles and wires. As a rule, ignition coils don't cost a lot of money, but if you have a new car with an individual ignition system, replacing it will cost a pretty penny. In case of replacement, we advise you to take coils from Valeo, Beru (they will definitely be recommended to you by your friends motorists) or, if finances are limited, products from Profit and the Danish JP Group. Do not forget also that only the masters at the service station will be able to fully diagnose the ignition system.

The ignition system of an automobile gasoline engine is designed to ignite the air-fuel mixture in the engine cylinders. For this, the property of high voltage is used to create an electrical breakdown of the air gap of the spark plug. Since the on-board voltage of the car is in the overwhelming majority of cases 12 V, ignition coils have been developed to generate high voltage pulses. All of them, without exception, work on the same principle, but which ignition coil to choose for a particular type of engine depends on several factors.

Ignition coil device

The high-voltage transformer, known among motorists as an ignition coil, is made in the classical way - two windings (high-voltage and low-voltage) and a metal core made of special transformer steel.

The reliability of the ignition coil directly depends on the quality of manufacture of the windings, since the low-voltage operates at high currents, and the high-voltage is subject to voltage breakdowns between its own turns. To exclude turn-to-turn breakdowns and wire insulation failure due to vibration, the coil windings are impregnated with special compounds.

Ignition coil types

Historically, car engines were equipped with one ignition coil, and the voltage supply to the required plug was organized using a contact-distribution method. This design revealed many drawbacks and was soon replaced by a more complex one, when several coils were placed in one case, each of which was responsible for generating high voltage for two candles at once. Nowadays, most new power plants have individual ignition coils for each cylinder and mounted directly on the spark plug.

On the one hand, the cost of the ignition system has increased, since instead of one coil, several are installed on the engine at once. On the other hand, the need for long high-voltage wires disappears and the reliability of the system as a whole increases, since the failure of one coil leads to the failure of only one cylinder, and not two or all at once.

Which ignition coil to choose for the car

Most car manufacturers design their ignition coils for a specific powerplant model. As a rule, coils are not interchangeable in terms of design and electrical characteristics. Installing the wrong coil can lead to the following consequences:

lack of a normal spark on the spark plug;
failure of the coil control circuit;
failure of the coil itself.

Including the ignition coil? Use the electronic search system by car brand or its VIN-code .. The search result can be an original spare part, or its full analogue of a third-party manufacturer. Do not bother yourself with trips to the store, you can order and receive in the most convenient way!

The ignition coil is a very important element, the main task of which is to convert the voltage from low voltage to high voltage. This voltage comes directly from the battery or generator. The coil of a contact ignition system is quite different from a similar element in a contactless system.

Contact ignition coil

In a contact ignition system, the coil consists of several important elements: a core, primary and secondary windings, a cardboard tube, a breaker and an additional resistor. A feature of the primary winding in comparison with the secondary is the smaller number of turns of copper wire (up to 400). In the secondary winding of the coil, their number can reach 25 thousand, but their diameter is several times smaller. All copper wires in the ignition coil are well insulated. The coil core reduces the formation of eddy currents, it consists of strips of transformer steel, which are also well insulated from each other. The lower part of the core is installed in a special porcelain insulator. Now there is no need to list the principle of operation of the coil in detail, it is enough to just mention that in the contact system such an element (voltage converter) is of key importance.

Contactless ignition coil

In a non-contact ignition system, the coil performs exactly the same function. And the difference is manifested only in the direct structure of the element that transforms tension. It is also worth noting that the electronic switch interrupts the primary coil power supply circuit. As for the ignition system itself, the contactless one is much better in many respects: the ability to start and operate the engine at low temperatures, in the cylinders there is no violation of the uniformity of the spark distribution, there is no vibration. All these advantages are provided by the coil itself in a contactless ignition system.

Coil comparison

When it comes to the signs of the difference between the coil of a contact ignition system and a contactless one, everyone immediately pays attention to the marking. Indeed, by it you can immediately find out for which system the coil is used. However, it is the external and technical differences of the coils that are of interest to us, so we will give the differences in these parameters:

The coil in the contact ignition system has a larger number of turns in the primary winding. This change directly affects the resistance and the amount of current flowing. In addition, limiting the current on the contacts is related to safety (so that the contacts do not burn).
The contacts of the coil breaker in the non-contact ignition system do not get dirty or burned. This reliability provides one important advantage: setting the ignition timing does not take much time.
The coil in the contactless ignition system is more powerful and reliable. This advantage is directly related to the fact that the most contactless ignition system is a more reliable option. Therefore, in such a system, the coil gives more power to the engine.

Conclusions site

They have different markings to indicate the difference between the two coils.
In a contact system, the coil has a larger number of turns.
The contacts of the coil breaker of the contactless system are more reliable.
The coil itself in a contactless ignition system gives more power.

An ignition coil, often called a bobbin, is an electrical step-up transformer that produces a high voltage electrical pulse. The impulse is converted into a spark at the spark plug electrodes and ignites the combustible mixture in the cylinder. The quality of the spark and the timeliness of its formation ensures the reliability of the engine.

Before purchasing a new reel, try to find out its reliability, according to the owners' reviews. Inquire about the mileage that the device has withstood, whether the engine acceleration and fuel consumption, maximum speed and CO emissions have changed.

The coil design should provide:

reliable insulation between windings and turns;
high electrical resistance between body and ground;
the strength of the case, especially the plastic parts;
absence of microcracks;
reliability of electrical contacts and connections.

A quality bobbin can withstand temperatures up to 180 ° C.

Ignition coil types

Ignition coils provide sparking for all spark plugs in turn using switchgear. The switched devices include the B-116 ignition coil and its varieties:

B-114;
B-115;
B-117.

Externally, the devices are similar, but have different resistances and inductances of the primary and secondary windings and are intended for use in different ignition systems. For example, B-114 is used in contact systems, and B-116 with contactless transistor distributors. Both coils will work in circuits not intended for them, but malfunctioning and not for long.

B-114 and B-117 are similar in structure, but have different terminal designations and winding data. In some cases, their interchange can give a positive result, but the ignition setting using the standard method will not work. We'll have to act on a whim.

The B-114 coil has a three times higher transformation ratio than the others. Therefore, it is advisable to use B-114 in powerful engines running on low-octane fuel, for example:

ZIL 130, 131;
GAZ-53, 66, 3102;
KaVZ.

Characteristics of popular ignition coils

	Transformation ratio	Design features	Applicability of ignition coils
B114-B	227	R, M, DR	ZIL-130, 131; GAZ-56, 66, 3102; PAZ, KAVZ
B115-B	88	R, M, DR	M-412, 2140, 2141; GAZ-24; ZAZ-968 and others.
B116	153	R, M, DR	GAZ-2410, 31029
B117	78.5	P, M	VAZ-2101, ... 07, 2121
B118	115	R, M, E, DR	ZIL-131; GAZ-66, etc.
27.3705	82	P, M	VAZ-2104, ... 09, 2121; M-2141; ZAZ-1102
29.3705	90	P, C	VAZ-2108, 09 (MSUD); VAZ-1111; VAZ-2110
3009.3705	70	Z, C	GAZ-3302 (MSUD)
3112.3705	80	Z, C	VAZ-2107, ... 12; GAZ-31029
8352.12		P, M	VAZ-2110, ... 12

Р - open magnetic circuit;
З - closed magnetic circuit;
M - oil-filled coil;
C - dry coil;
E - shielded coil;
DR - the coil has additional resistance (0.9 ... 1.0 Ohm)

The bobbins may differ in some minor nuances that affect the coherence of the engine. For example, the B-115V reel can be replaced with the B-117A. The characteristics of the B-115V and B-117A are almost identical. But the spark discharge current for the B-115V is more powerful - 38 mA, and for the B-117A it is only 30 mA. A powerful spark is better than a weak one, and replacing the B-115V with the B-117A does not lead to any negative consequences. But owners of cars with tachometers will find that the readings of the device do not match the actual ones. This is due to the absence of an additional resistor in the 117 model. That is, replacing practically identical B-115V devices with B-117A, or vice versa, is not always correct.

If your car has a B116 ignition coil, then you should know that they are available in two modifications. For contact and non-contact systems. Modifications 03, 04 for contactless.

In modern cars, individual coils are often used, for each candle separately. Individual step-up transformers for each spark plug greatly simplifies the ignition system by eliminating the distribution module from the electrical circuit

The most popular manufacturers of such devices are:

German company Bosch;
Taiwanese Dynatec;
italian

But if the first company, Bosch, can be considered the general developer of devices, then the second Dynatec and ERA make their clones, but at a sufficiently high technical level and in terms of reliability they are almost not inferior to the original, despite the lower price.

The device of the classic ignition coil

All cars made before the 1980s had a single ignition coil, which is a step-up transformer.

The main elements of the device: 1. central (high-voltage terminal), protected by a cover; 2. plastic cover; 3. secondary winding; 4. primary winding; 5. magnetic circuit; 6. iron core; 7. body.

A 12 V pulse is applied to the primary winding, which is converted into a high-voltage discharge with a voltage of 20-30 kilovolts at the spark plug electrodes. High-voltage pulses of voltage are applied to the candles alternately using a contact or electronic distributor.

Individual coil device

Individual bobbins are fundamentally no different from classical ones, but they are more reliable, if only because they are at least four times less likely to participate in sparking, which greatly increases their resource.

In addition, a diode is often installed in individual bobbins to cut off the reverse high voltage.

Such coils are much less hot, reliable and easily adjustable by the central processor to achieve optimal engine performance under different loads.

Features of replacing automotive ignition coils

For example, if the BYD F3 ignition coil for the 4G18 engine is out of order, then you can choose a couple of options as a replacement:

completed by the manufacturer - BOSH, F01R00A010;
similar, under the serial number 880317A, manufactured by ERA.

Interestingly, Dynatec does not manufacture ignition devices for such engines, no need to look.

Considering that the Italian ERA reel is as reliable as the Bosch ignition coil, but much cheaper, according to the estimates of the auto repair workers, there is absolutely no point in spending extra money on the original. Nevertheless, the German quality of BOSCH, even in the Chinese performance, is much more convincing than the high-quality cover version of the Italian company ERA.

Nevertheless, it should be noted that the BOSCH company, being a generator of original ideas, regularly modernizes its products, which cannot be said about companies like ERA that produce copies.

But, even when purchasing BOSCH spare parts, carefully check the product number. Within the same series, there may be slight differences in the shape of the fasteners or the thickness and diameter of the gaskets, which can complicate the installation of the device. It is more difficult to make a mistake with ERA spare parts, their product range is much more modest than that of BOSCH.

If you are the owner of a car from the Volzhsky plant, and the miracle of the Soviet car industry somehow works for you a reel produced by SOATE (Stary Oskol), then feel free to change it to an analogue of Dynatec. AvtoVAZ recommended such a replacement back in 2012, and did it for free at branded service stations. But it is better to replace the module with a similar one, manufactured by BOSCH.

Features of the choice of motorcycle ignition coils

Step-up transformers for sparking are equipped not only with automotive internal combustion engines, they are present in:

outboard motors;
mopeds and motorcycles;
lawn mowers;
chainsaws;
electric generators.

If you are choosing an ignition coil for a Verkhovyna moped, usually a B-300 was installed in it, then note that a device with a similar name B-300B has a smaller number of turns in the excitation winding. Therefore, replacing the B-300 with the B-300B is impossible. Usually the engine won't even start. But if the B-300 is replaced with a similar device from an IZH motorcycle, the motor will work fine.

In Soviet motor scooters such as "Ant", "Tourist" used bobbins B-51. It differs from automotive devices in that not 12, but 6 volts are fed to the primary winding. With its device, the B-51 is no different from other motorcycle reels. Many owners of scooters with B-51 coils change them to automobile 12-volt coils. The transformation ratio is sufficient to form a high-quality spark, no worse than from the B-51.

Choosing a reel for a chainsaw

If you are the owner of the popular Taiwanese Stihl chainsaw: MS170, MS180, 017 or 018 and are actively working with it, then you may have already encountered the problem of magneto failure. The Shtil company equips these chainsaws with the same CH000013-5 coils. Calm 180 coils have proven to be quite reliable devices, so you should not replace Calm 180 with an analog, except in extreme cases. Practice has shown that the analogs of spools of 180 unknown manufacturers do not withstand even two working weeks. At the same time, the original models will last for more than one year, even with heavy load. Also, 180s coils serve well on other Chinese chainsaws.

When purchasing an ignition coil, you should first of all pay attention to its characteristics, take into account the effect of their discrepancy on the operation of the engine and choose a product from well-known brands. If you have chosen an analogue, then be prepared for the fact that you will have to rebuild some parameters of the ignition system.