FAO - people using Denso coil on plugs or people in the know (URGENT)
#1
FAO - people using Denso coil on plugs or people in the know (URGENT)
I put up this thread about which denso coil on plugs to use on my cosworth engine a few months back
https://passionford.com/forum/genera...th-engine.html
I ended up getting the Denso cops, part number 9091902240 the same as Matt Baxter is using so i know they work etc
Well the engine is now on the dyno today and the cops will not work for some reason and they are not sure why? the engine will not fire!
Put it on dizzyless coilpack and it fires 1st time and runs fine???
Tommy mentioned that there is no diagram to show what pin is what on the cops but there are four pins so in some order they should be
12v
Gnd
5v trigger
Tacho
He has traced some wiring diagrams on the net but not sure if they are correct etc
I am no automotive wiring guru so means nothing to me but he said testing the pins there should be a resistance ohms of somewhere around 0.7 to 1.2 but he is getting a resistance of 340ohms???
Does that mean anything to anyone or anybody have any ideas?
Ecu is Life Racing F88
Any help appreciated as Dyno time is costly and he is now running behind with customers race engines etc and needs mine done, worst case is we map it fully etc on the dizzles coilpack and sort it afterwards but sorting it now if possible would be better
Thanks
Marc
https://passionford.com/forum/genera...th-engine.html
I ended up getting the Denso cops, part number 9091902240 the same as Matt Baxter is using so i know they work etc
Well the engine is now on the dyno today and the cops will not work for some reason and they are not sure why? the engine will not fire!
Put it on dizzyless coilpack and it fires 1st time and runs fine???
Tommy mentioned that there is no diagram to show what pin is what on the cops but there are four pins so in some order they should be
12v
Gnd
5v trigger
Tacho
He has traced some wiring diagrams on the net but not sure if they are correct etc
I am no automotive wiring guru so means nothing to me but he said testing the pins there should be a resistance ohms of somewhere around 0.7 to 1.2 but he is getting a resistance of 340ohms???
Does that mean anything to anyone or anybody have any ideas?
Ecu is Life Racing F88
Any help appreciated as Dyno time is costly and he is now running behind with customers race engines etc and needs mine done, worst case is we map it fully etc on the dizzles coilpack and sort it afterwards but sorting it now if possible would be better
Thanks
Marc
#2
Too many posts.. I need a life!!
Pretty sure there should be 2 earths, 5v from the ecu, and 12v from ignition live. The ecu outputs the tacho to the clocks, there wouldnt be a tacho output from the coil.
#3
I have now found the wiring at we are correct on that,
Need to find out now if Matt Baxter or anyone else using them has run them as a TTL set up or a conventional coil???
The ecu can be switched round but need to know if this is the case because if not we could end up running 12v up a 5v track and blowing the ecu
Hope that makes sense to someone
Need to find out now if Matt Baxter or anyone else using them has run them as a TTL set up or a conventional coil???
The ecu can be switched round but need to know if this is the case because if not we could end up running 12v up a 5v track and blowing the ecu
Hope that makes sense to someone
#4
Too many posts.. I need a life!!
Also the resistance looks fine, lets hope your car doesn't join tommys circus of horrors
This might help you http://www.msextra.com/doc/ms2extra/....htm#2coilscop
This might help you http://www.msextra.com/doc/ms2extra/....htm#2coilscop
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#9
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Mark, have you got the dwell times correct etc? If you couldn't find wiring info where did you get the info on the ECU settings for those coils?
They may look trick but I really don't see the point of them over a normal coilpack setup.
Hurry up and get it dynoed and in the car!!!!
They may look trick but I really don't see the point of them over a normal coilpack setup.
Hurry up and get it dynoed and in the car!!!!
#10
They are being swapped now for Bosch items on Monday morning Stu
The only reason I wanted to use them is for tidiness, no leads hanging around and no mounting a coil pack, purely for me looks a whole lot nicer,
Once the Bosch items are on Monday morning, mapping can commence again and be finished fingers crossed
The only reason I wanted to use them is for tidiness, no leads hanging around and no mounting a coil pack, purely for me looks a whole lot nicer,
Once the Bosch items are on Monday morning, mapping can commence again and be finished fingers crossed
#11
I've found that life I needed.. It's HERE!!
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They are being swapped now for Bosch items on Monday morning Stu
The only reason I wanted to use them is for tidiness, no leads hanging around and no mounting a coil pack, purely for me looks a whole lot nicer,
Once the Bosch items are on Monday morning, mapping can commence again and be finished fingers crossed
The only reason I wanted to use them is for tidiness, no leads hanging around and no mounting a coil pack, purely for me looks a whole lot nicer,
Once the Bosch items are on Monday morning, mapping can commence again and be finished fingers crossed
plus you can time each cylinder separate
mark
#16
If you have tried triggering the coils the wrong way, or wired them incorrectly, you do risk damaging either ecu drivers or the coils themselves.
Almost all modern COP's are TTL, and if there are 4 terminals, it is 99.9% TTL.
Found this on a US Evo forum, and it shows a pinout
You will need to check timing, and determine if your spark edge is rising or falling. ie, does the coil trigger on application of 5v, or removal of 5v.
Wrong way will fry the coils as dwell time will be inverted.
Almost all modern COP's are TTL, and if there are 4 terminals, it is 99.9% TTL.
Found this on a US Evo forum, and it shows a pinout
You will need to check timing, and determine if your spark edge is rising or falling. ie, does the coil trigger on application of 5v, or removal of 5v.
Wrong way will fry the coils as dwell time will be inverted.
Last edited by stevieturbo; 08-01-2013 at 09:13 AM.
#18
Regular Contributor
They are being swapped now for Bosch items on Monday morning Stu
The only reason I wanted to use them is for tidiness, no leads hanging around and no mounting a coil pack, purely for me looks a whole lot nicer,
Once the Bosch items are on Monday morning, mapping can commence again and be finished fingers crossed
The only reason I wanted to use them is for tidiness, no leads hanging around and no mounting a coil pack, purely for me looks a whole lot nicer,
Once the Bosch items are on Monday morning, mapping can commence again and be finished fingers crossed
John
#23
You can still tune indivudual cylinders with a coil pack. Or a single coil/dizzy.
The only requirement would be that there is a crank and cam sensor, so that each cylinder is identified.
If it was a crank sensor only, then it couldnt distinguish which is cyl1 or 4 for example. Although that said....that might not matter anyway.
The ecu will still know a TDC event is coming up, so it can still listen for knock within that defined window, and if need be either you tune that firing cycle manually, or knock control does something.
It would of course retard 1+4, but as one will see a wasted spark it wouldnt really matter.
So really...doesnt actually matter one way or another. Any system could do it.
#25
Really ?
It's fairly common on Subarus, although largely used to trim cylinders back if one or another seem more prone to knock. Although they're mostly the only cars I tune.
Obviously you need to be able to know which cylinder is though in order to make use of it, otherwise it'd be guessing.
It's fairly common on Subarus, although largely used to trim cylinders back if one or another seem more prone to knock. Although they're mostly the only cars I tune.
Obviously you need to be able to know which cylinder is though in order to make use of it, otherwise it'd be guessing.
#26
I've found that life I needed.. It's HERE!!
iTrader: (1)
You can still tune indivudual cylinders with a coil pack. Or a single coil/dizzy.
The only requirement would be that there is a crank and cam sensor, so that each cylinder is identified.
If it was a crank sensor only, then it couldnt distinguish which is cyl1 or 4 for example. Although that said....that might not matter anyway.
The ecu will still know a TDC event is coming up, so it can still listen for knock within that defined window, and if need be either you tune that firing cycle manually, or knock control does something.
It would of course retard 1+4, but as one will see a wasted spark it wouldnt really matter.
So really...doesnt actually matter one way or another. Any system could do it.
The only requirement would be that there is a crank and cam sensor, so that each cylinder is identified.
If it was a crank sensor only, then it couldnt distinguish which is cyl1 or 4 for example. Although that said....that might not matter anyway.
The ecu will still know a TDC event is coming up, so it can still listen for knock within that defined window, and if need be either you tune that firing cycle manually, or knock control does something.
It would of course retard 1+4, but as one will see a wasted spark it wouldnt really matter.
So really...doesnt actually matter one way or another. Any system could do it.
didnt think you can time each cylinder independently with coil pack and defo not a dissy
mark
#29
Professional Waffler
#31
With wasted spark, the adjusted timing will fire on both the compression and exhaust cylinders, so it's no big deal.
And with a dizzy, same odds really. The ecu still knows which cylinder. That's the only key though.
The ecu must be listening for knock based on crank position. It cant be a basic system where it just blindly listens for knock at any time. But those systems are also very prone to random noise it may think is knock. Hence closing down the window where it listens makes it sooo much better.
#33
I've found that life I needed.. It's HERE!!
iTrader: (1)
It's no different. Regardless of ignition setup, the ecu knows exactly when each cylinder is going to be fired. Ive already identified the ins and outs.
With wasted spark, the adjusted timing will fire on both the compression and exhaust cylinders, so it's no big deal.
And with a dizzy, same odds really. The ecu still knows which cylinder. That's the only key though.
The ecu must be listening for knock based on crank position. It cant be a basic system where it just blindly listens for knock at any time. But those systems are also very prone to random noise it may think is knock. Hence closing down the window where it listens makes it sooo much better.
With wasted spark, the adjusted timing will fire on both the compression and exhaust cylinders, so it's no big deal.
And with a dizzy, same odds really. The ecu still knows which cylinder. That's the only key though.
The ecu must be listening for knock based on crank position. It cant be a basic system where it just blindly listens for knock at any time. But those systems are also very prone to random noise it may think is knock. Hence closing down the window where it listens makes it sooo much better.
hi steve
i think you might of misunderstood what i meant ,i meant with a coil pack or dissy you cant time each cylinder independent of the other 3 but with coil on plug you can
mark
#36
if a dizzy can cope with that range....1 or 2deg within that is nothing.
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