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Even a completely new car can cause problems when starting the engine. Especially if it is equipped with non-standard electrical equipment or if the battery can no longer
A normal battery from a trusted brand lasts about five years on average. A ‘thinner’ product can sometimes last two years at its combat post. And the standard batteries of “heavenly” cars, as well as new “batteries” originally from China, arbitrarily fall into both the first and second categories. Therefore, for owners of both “new” Chinese cars and used vehicles from other car manufacturers, the current “recipes” that help direct all available battery energy to start the engine are becoming increasingly relevant.
Especially in winter, when frost noticeably thickens the oil in the engine crankcase and reduces the battery capacity – entirely in accordance with the laws of physics. The main obstacle in the path of energy from the batteries to the starter and spark plugs is the electrical resistance in the conductors and connections. In a car that has already been driven quite a bit, the contact between the “negative” terminal of the “battery” and the bodywork is in most cases not nearly as good as we would like.
This is due to the dirt, oxidation products and other extra “gaskets” that build up in the connections over time. They increase electrical resistance and cause additional losses in the transfer of energy from the battery to consumer devices.
For more or less new cars, the problem is exacerbated by the car manufacturer’s desire to save money where possible and where it is not. For some models, such a policy results in a reduction of the effective cross-section of the “negative” wire from the battery to the body – saving grams of copper. Which also contributes to the growth of resistance.
Additional electricity losses due to the above reasons may not be particularly noticeable when it is warm outside and there is no need to start the engine after a long stay in the cold. In winter, every bit of electricity is in extremely high demand. This implies the need to minimize the above-mentioned losses in the connection of the battery to the body.
A good start is cleaning the terminals. But this is not enough. To deal with this problem, you need to radically increase the effective cross-section of the “negative” wire going to the case. A solution may be to connect an extra (second) wire in parallel. Such an abnormal, but very useful connection will dramatically reduce electrical resistance, facilitating the transfer of energy from the battery. At the same time, it’s not just cold starts that will become more reliable. At the same time, battery charging conditions will improve. After all, it will become easier to flow current in both directions – both from the “battery” to the starter, and from the generator to the battery.
A normal battery from a trusted brand lasts about five years on average. A ‘thinner’ product can sometimes last two years at its combat post. And the standard batteries of “heavenly” cars, as well as new “batteries” originally from China, arbitrarily fall into both the first and second categories. Therefore, for owners of both “new” Chinese cars and used vehicles from other car manufacturers, the current “recipes” that help direct all available battery energy to start the engine are becoming increasingly relevant.
Especially in winter, when frost noticeably thickens the oil in the engine crankcase and reduces the battery capacity – entirely in accordance with the laws of physics. The main obstacle in the path of energy from the batteries to the starter and spark plugs is the electrical resistance in the conductors and connections. In a car that has already been driven quite a bit, the contact between the “negative” terminal of the “battery” and the bodywork is in most cases not nearly as good as we would like.
This is due to the dirt, oxidation products and other extra “gaskets” that build up in the connections over time. They increase electrical resistance and cause additional losses in the transfer of energy from the battery to consumer devices.
For more or less new cars, the problem is exacerbated by the car manufacturer’s desire to save money where possible and where it is not. On a number of models, such a policy results in a reduction of the effective cross-section of the ‘negative’ wire from the battery to the body – saving grams of copper. Which also contributes to the growth of resistance.
Additional electricity losses due to the above reasons may not be particularly noticeable when it is warm outside and there is no need to start the engine after a long stay in the cold. In winter, every bit of electricity is in extremely high demand. This implies the need to minimize the above-mentioned losses in the connection of the battery to the body.
A good start is cleaning the terminals. But this is not enough. To deal with this problem, you need to radically increase the effective cross-section of the “negative” wire going to the case. A solution may be to connect an extra (second) wire in parallel. Such an abnormal, but very useful connection will dramatically reduce electrical resistance, facilitating the transfer of energy from the battery. At the same time, it’s not just cold starts that will become more reliable. At the same time, battery charging conditions will improve. After all, it will become easier to flow current in both directions – both from the “battery” to the starter, and from the generator to the battery.
Source: Avto Vzglyad
Donald Salinas is an experienced automobile journalist and writer for Div Bracket. He brings his readers the latest news and developments from the world of automobiles, offering a unique and knowledgeable perspective on the latest trends and innovations in the automotive industry.
