Actually, this is normal design (my '85 turbo Volvo is the same). Injectors
are often made to work with less than 12 volts, and ballast resistors limit
the heat the injectors are subjected to. The wasted energy is unimportant.
There wouldn't be any point to putting a filter in the auto tranny. The
fluid suffers from breakdown (as do all modern auto tranny fluids) before a
filter would pick up anything important. Any metal particles just settle to
the bottom of the tranny and are flushed out when the fluid is changed. My
daughter's '93 Accord is on its original tranny at over 210K miles, so the
durability can't be all that bad. It has already outlasted pretty much any
Taurus transmission :-) http://tinyurl.com/23w5nf
That's a new one on me. The role of EGR is to dilute the combustion charge
and thus limit peak temperatures. How does that make the Honda EGR "worse
The coil is plenty powerful when in good condition. Yes, the coil failure
rate is higher than we would like and is similar to the ignitor failure
rate... and much like the coil failure rate in most modern cars. Each is
likely to need replacement once during the long life of a well cared for
Honda - typically around 150K or 200K miles. I sometimes think it is a good
idea to replace the coil and ignitor at 150K miles, keeping the known
working ones as emergency spares, and to replace the alternator brushes
every 150K miles - as in all cars.
The RC circuit copes with winding inductance, solenoid momentum, pull
strength versus hold strength, and allows for voltage drops while
cranking. It's not at all a flaw. It's getting exactly what you need
done with one or two inexpensive and robust components.
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