Ignition Thoughts/Ideas/Recommendations

[TitaniumTT]

I can't find a price on the Autronic systems, but within a few minutes I found the Dynateck setup for $300 and the coils run $160 for the pair, so for $620 you can have a CDI system. That equates to about $200-$300 more than a top of the line inductive setup. I'd rock that if someone can prove a VERY stable, stock like idle and a few more ponies up top

I guess Autronic doesn't need to sell any systems becuase I couldn't find anything online... I will admit I gave up easy

[RICE RACING]

Originally Posted by TitaniumTT

I can't find a price on the Autronic systems, but within a few minutes I found the Dynateck setup for $300 and the coils run $160 for the pair, so for $620 you can have a CDI system. That equates to about $200-$300 more than a top of the line inductive setup. I'd rock that if someone can prove a VERY stable, stock like idle and a few more ponies up top

I guess Autronic doesn't need to sell any systems becuase I couldn't find anything online... I will admit I gave up easy

I used to have video's up of mine on idle .........

I can tell you in my own car looking over data logs (I know I am obsessive about that shit almost as much as you!) that there is on same boost, same AFR, same timing about a 0.2 second advantage on the CDI to the inductive (HKS DLI, new Mazda coils, new NGK leads) going from 90-140kmh in 3rd gear. The biggest difference is the ability to tune the way you want, not the way the ignition system will tolerate.

In my own case I can set much more water injection, a bigger spark plug gap, a richer fuel mixture too, and have more rpm after the A typical power band peak for a stock 13B-REW port. This is solely down to the increase ign capacity as we have already spoken about.

I just came back from a drive now, and the car is going the best it ever has gone, I refitted my CDI coil on plug system as I had reached the practical limit posed by the inductive. Far from being placebo the raw hard data shows its better, and the idle on the same AFR and timing is sweeter (remember nothing changed bar the ign system). It is great being able to test this crap, not so much the hard labor pulling half the car apart to fit the various parts but the driving and testing after and then being able to freely test new tuning theory in practice is what its all about, and I can only reiterate a fully developed proven CDI package will free you up to make your tuning safer and at the same time make much more power as well

[RETed]

Hey TTT, are you running some kinda funky split on idle?
I've never had problems with my Crane Cams HI-6 on stock leadings on an FC - trailings are stock.
My experience supports RR's comments, spot on.

I was running that funky "reverse split" ignition timing once, and that's when the idle was not stable.
Sure, you can run slightly leaner on reverse split, but it wasn't worth the hassle IMO.


-Ted

[RICE RACING]

Here is the set up for people who don't know, these pics are old but its just a bit tidier than this now.

RR COP
3 x CDI system
Leading wasted spark (one CDI per plug), one twin channel CDI for trailing, need one CDI per Leading as though twin channel there is not enough charge time for full capacity on leading with both channels firing together.

[TitaniumTT]

Originally Posted by RETed

Hey TTT, are you running some kinda funky split on idle?
I've never had problems with my Crane Cams HI-6 on stock leadings on an FC - trailings are stock.
My experience supports RR's comments, spot on.

I was running that funky "reverse split" ignition timing once, and that's when the idle was not stable.
Sure, you can run slightly leaner on reverse split, but it wasn't worth the hassle IMO.


-Ted

Hey Ted, nope, running a basae timing of 5* that ramps up REALLY quick to 25*. The 5* is in the 1000-1100 range, and 35-55 kpa. The split was a striaght 10* across the board. It since changed after my trip to CA where a buddy blended his cruise map with my map. So now it's 5* @ idle (I haven't noticed a difference) 0* by 1500 and -4* in the cruise ranges. Helped the mpg as I was able to lean the hell out of the fuel map and run 1.05L while cruising. Brought EGT's down as well which is what we were trying to do.

With the ECU you were using, were you not able to adjust the split based on load or rpms? Was it constant?