Thoughts about coils looking at specs?
Aftermarket DME/Engine Management obviously.
https://pertronixbrands.com/products/pe ... e-0-32-ohm
https://www.holley.com/products/ignitio ... arts/82612
https://www.mwignitions.com/pdf/Coil6.pdf
https://www.mwignitions.com/pg_coils.php
Pertronix 60000V 0.32 Ohms
MSD 45000V .016 Ohms
M&W 44000V .09 Ohms
Which provides most considering resistance?
Ignition Coils
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cda951
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What are your engine specs, turbo/boost, expected use, and fuel octane used?
You also need to consider secondary resistance----The M&W coils listed are designed for high-energy capacitive discharge ignition (CDI) systems, which derive the ignition energy from the capacitor circuit in the CD ignition control unit rather than inductance in the coil. Therefore, the coil is merely a step-up transformer with far fewer secondary windings than in an inductive coil (note the M&W spec sheet that shows less than 1K ohm resistance, inductive coil secondary resistance is usually ~5K ohm).
CD ignition is usually only necessary with highly boosted race engines used in drag racing or for land speed/dry lake cars.
If you are already upgrading a standalone engine management system, you are much better served by moving to at least a wasted spark ignition coil, which allows the optimization of coil dwell/charge time and the off-the-shelf Bosch coil packs provide plenty of spark energy, and a cam sync is not needed.
Or you could step up to individual LS-style coils, plenty of options there, but cam sync is needed, plus engine management with enough ignition outputs and the ability to tune and take advantage of sequential fuel injection.
You also need to consider secondary resistance----The M&W coils listed are designed for high-energy capacitive discharge ignition (CDI) systems, which derive the ignition energy from the capacitor circuit in the CD ignition control unit rather than inductance in the coil. Therefore, the coil is merely a step-up transformer with far fewer secondary windings than in an inductive coil (note the M&W spec sheet that shows less than 1K ohm resistance, inductive coil secondary resistance is usually ~5K ohm).
CD ignition is usually only necessary with highly boosted race engines used in drag racing or for land speed/dry lake cars.
If you are already upgrading a standalone engine management system, you are much better served by moving to at least a wasted spark ignition coil, which allows the optimization of coil dwell/charge time and the off-the-shelf Bosch coil packs provide plenty of spark energy, and a cam sync is not needed.
Or you could step up to individual LS-style coils, plenty of options there, but cam sync is needed, plus engine management with enough ignition outputs and the ability to tune and take advantage of sequential fuel injection.
Chris A.
---'86 944 Turbo track rat
---'90 944S2 Cab daily/touring car
---'73 BMW 2002tii road rally car
---'81 Alfa Romeo GTV6 GT car/Copart special
---'99 BMW Z3 Coupe daily driver/dog car
---'74 Jensen-Healey roadster
---other stuff
---'86 944 Turbo track rat
---'90 944S2 Cab daily/touring car
---'73 BMW 2002tii road rally car
---'81 Alfa Romeo GTV6 GT car/Copart special
---'99 BMW Z3 Coupe daily driver/dog car
---'74 Jensen-Healey roadster
---other stuff
-
cda951
- Posts: 180
- Joined: Sun Jul 04, 2021 8:55 pm
- Location: Santa Barbara, CA
- Has thanked: 136 times
- Been thanked: 81 times
Chris A.
---'86 944 Turbo track rat
---'90 944S2 Cab daily/touring car
---'73 BMW 2002tii road rally car
---'81 Alfa Romeo GTV6 GT car/Copart special
---'99 BMW Z3 Coupe daily driver/dog car
---'74 Jensen-Healey roadster
---other stuff
---'86 944 Turbo track rat
---'90 944S2 Cab daily/touring car
---'73 BMW 2002tii road rally car
---'81 Alfa Romeo GTV6 GT car/Copart special
---'99 BMW Z3 Coupe daily driver/dog car
---'74 Jensen-Healey roadster
---other stuff
Thanks for the info.
I have not spent much time looking at ignition setups. The MSD blaster is as far a I ever went.
We are a little slow at work right now and I stumbled on Petronix looking at DMC tools as we use DMC at work. Petronix have two different 6 piece crimping tool for the home garage. Saw they had coils so I looked at the three brands I linked.
https://dmctools.com/
Joshua on his Rogue Tunning site has his write up on the testing he did on ignitions with our cars.
Learned about M&W’s existence with Patrick’s engine built by Performance Developments. Tom’s link G4 has M&W…..tempting to purchase his setup.
Hadn’t researched much farther than that.
Emailed with Joe at Ftech9 yesterday. He is making a wasted spark setup for the his DME & OBD which I will go for when it’s available.
That’s about as much as I have gone
I also have an ignition setup from the SDS engine management setup which came with the RAGE2 project car.
That consists of GM coils like Chris White had with the Electromotive systems he used to sell. Plus it has its own CDI box.
http://www.sdsefi.com/
I have not spent much time looking at ignition setups. The MSD blaster is as far a I ever went.
We are a little slow at work right now and I stumbled on Petronix looking at DMC tools as we use DMC at work. Petronix have two different 6 piece crimping tool for the home garage. Saw they had coils so I looked at the three brands I linked.
https://dmctools.com/
Joshua on his Rogue Tunning site has his write up on the testing he did on ignitions with our cars.
Learned about M&W’s existence with Patrick’s engine built by Performance Developments. Tom’s link G4 has M&W…..tempting to purchase his setup.
Hadn’t researched much farther than that.
Emailed with Joe at Ftech9 yesterday. He is making a wasted spark setup for the his DME & OBD which I will go for when it’s available.
That’s about as much as I have gone
I also have an ignition setup from the SDS engine management setup which came with the RAGE2 project car.
That consists of GM coils like Chris White had with the Electromotive systems he used to sell. Plus it has its own CDI box.
http://www.sdsefi.com/