Post by Lazarus on Feb 5, 2005 11:49:13 GMT -5
Hi Folks and thanks for letting me join the group. My primary interest is ignition, and as yet I'm not a member of the Mopar club. That may change, however. If it is ignitions, I've built it, or tried it and would gladly share any observations with forum members. That does not make me knowlegeable, just dumb for wanting to try everything once.
I ordered an FBO control module because I was very interested in the descriptions and how much better they perform over the stock control units. On the FBO web site, it is stated that these modules will deliver more power to the coil than the stock units - are we dealing with a high output voltage to the coil here? What is the safe operating current of the FBO control unit, or put another way, what load does the FBO unit like to see in the way of primary resistance (coil plus ballast resistance)?
I noted that there is an error on the main web site in section describing ignition types and what they do.
A multi-spark capacitative discharge ignition, I would offer, is not just a band-aid smoke-and-mirrors solution to ignitiion demands. The spark duration in CD ignitions is generally short, since most are made for high RPM use. There are some specific cases where MSCD ignitions are the only real solution to the problems caused by a combination of high compression, high turbo or injection boost, and lean mixture demands. Primarily, a CD ignition can develop a whoppingly monster high voltage to initiate a spark under very adverse cylinder conditions. But, we will not go into the boring details just yet. Of primary interest, however, is the shape of the spark from beginning to end, known as the spark profile. How much spark current is delivered and at what point is by far the determining factor in a performance ignition (or any ignition) given enough voltage to strike the initial spark.
It was stated on the FBO web site that MSCD ignitions deliver 20 sparks under 3000 RPM. That is false. The number 20 does appear in a lot of literature and refers to the the fact the the multi-spark units generally keep sparking (remember very short duration sparks) over 20 to 22 degrees of engine rotation! Usually that translates into 7-12 actual spark events at idle. As the RPM goes up, the number of sparks events possible for each ignition cycle goes down and by about 3000 RPM we are down to one spark per event.
That's the story, and I'm sticking with it. Thanks for listening.
-Lazarus
Seattle, WA
I ordered an FBO control module because I was very interested in the descriptions and how much better they perform over the stock control units. On the FBO web site, it is stated that these modules will deliver more power to the coil than the stock units - are we dealing with a high output voltage to the coil here? What is the safe operating current of the FBO control unit, or put another way, what load does the FBO unit like to see in the way of primary resistance (coil plus ballast resistance)?
I noted that there is an error on the main web site in section describing ignition types and what they do.
A multi-spark capacitative discharge ignition, I would offer, is not just a band-aid smoke-and-mirrors solution to ignitiion demands. The spark duration in CD ignitions is generally short, since most are made for high RPM use. There are some specific cases where MSCD ignitions are the only real solution to the problems caused by a combination of high compression, high turbo or injection boost, and lean mixture demands. Primarily, a CD ignition can develop a whoppingly monster high voltage to initiate a spark under very adverse cylinder conditions. But, we will not go into the boring details just yet. Of primary interest, however, is the shape of the spark from beginning to end, known as the spark profile. How much spark current is delivered and at what point is by far the determining factor in a performance ignition (or any ignition) given enough voltage to strike the initial spark.
It was stated on the FBO web site that MSCD ignitions deliver 20 sparks under 3000 RPM. That is false. The number 20 does appear in a lot of literature and refers to the the fact the the multi-spark units generally keep sparking (remember very short duration sparks) over 20 to 22 degrees of engine rotation! Usually that translates into 7-12 actual spark events at idle. As the RPM goes up, the number of sparks events possible for each ignition cycle goes down and by about 3000 RPM we are down to one spark per event.
That's the story, and I'm sticking with it. Thanks for listening.
-Lazarus
Seattle, WA