SOHC.co.uk Forums > SOHC Singles & Twins
CB200 carb issues
McCabe-Thiele (Ted):
I had a feeling it could not be simplified Phil - but it looks like they are 4 ohm coils on the CB200.
How about lower ohms means more current so then Watts = Volts x Amps so more power for the spark? I'm conveniently forgetting that it's the primary current etc.
K2-K6:
The coils have no proboem keeping up with rpm technically as you'd likely need to get beyond about 14,000 rpm before needed to consider this.
Lowering ohms on primary will usually result in the coil producing excess heat as it just doesn't need this, rather than greater spark.
Very high rpm , there's maybe a case to consider this, but not generally running an engine like this one.
Sesman:
Joules, Ted, joules. Time is the thing. Kw is just power. Time is what does the work. Eg you could have infinite power, but if time is zero you have zero energy.
.
McCabe-Thiele (Ted):
Joules that's SU units I'm more of a Horse Power type of bloke. ;) ;) ;)
Going back to the post we seem to be edging towards it's more about coil design quality & cap ends so even if they should be 4 ohms 4.6 ohms might work okay?
Sesman:
Nope. Lowering the primary resistance will of course increase the primary current for a given voltage, but then the coil windings would be designed for the increased thermal performance being of greater cross sectional area. The problem with coils is leaving the ignition on for a protracted time as you lose the benefit of the on/off cycles. Due to the required HT insulation/encapsulation properties, the coil is a very poor heat sink. You can unintentionally raise the coil temp and duration, prematurely aging the insulation leading to premature failure. Oh and it will flatten your battery.
JW, I strongly suspect this is ignition related. Check those points and condenser, substitute, the plugs and caps and lastly swop out your coil. I haven’t mentioned HT leads as I presume they are composite, being embedded in the Honda coil?
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