The BMW 328i Ignition Coil converts a modest 12-volt battery supply into up to 40,000 volts that ignite the air fuel charge, driving the engine smoothly. Primary and secondary copper windings wrapped around an iron core store magnetism, which is broken down when current from the ECU is shut off, instantly multiplying voltage for the spark plugs. The modern design of BMW enhances insulation with epoxy-filled housings. Early models of the 328i had a single Ignition Coil that was fed to the distributor. Later models of the car switched to waste spark coil packs that had multiple coils. The recent versions, such as the BMW 328i models, have coil-on-plug units that feed each cylinder its own dedicated Ignition Coil for faster burn times and fewer high-tension leads. The main distinction of these designs is the path electricity takes, as distributor arrangements take one Ignition Coil through the cap and rotor, waste spark divides one coil between paired cylinders, while in coil-on-plug, the Ignition Coil is mounted directly over each plug. Regardless of generation, BMW ensured the 328i circuitry has the coil as an important bridge between low voltage and fire-making energy, so a weak coil quickly betrays itself with misfires and poor economy.
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