Coil On Plug
14-11-2005, 12:06 AM
#5
just finding my feet
NONE of the ones ive seen fit on a cossie engine unless you have a smal turbo head as you cant access the leads, but if you DO find info them please tell me as i wanna do this on my cossie engine 
14-11-2005, 09:04 AM
#7
Testing the future
i haven't done it yet, but i've got all the bits together now to do it
not ready to give away the secrets yet though, otherwise prices will shoot up before i get a good stock of spares
not ready to give away the secrets yet though, otherwise prices will shoot up before i get a good stock of spares
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13-10-2006, 08:40 AM
#15
I cant see the point of it.
Take a coil, which likes being in a nice cool environment, and stuff it inside a cam cover, just so you can get rid of an ht lead that isnt causing a problem anyway.
All the lads with huge power VAG cars convert their's back the other way normally
Take a coil, which likes being in a nice cool environment, and stuff it inside a cam cover, just so you can get rid of an ht lead that isnt causing a problem anyway.
All the lads with huge power VAG cars convert their's back the other way normally
13-10-2006, 08:55 AM
#16
Advanced PassionFord User
Originally Posted by chip-3door
I cant see the point of it.
Take a coil, which likes being in a nice cool environment, and stuff it inside a cam cover, just so you can get rid of an ht lead that isnt causing a problem anyway.
All the lads with huge power VAG cars convert their's back the other way normally
Take a coil, which likes being in a nice cool environment, and stuff it inside a cam cover, just so you can get rid of an ht lead that isnt causing a problem anyway.
All the lads with huge power VAG cars convert their's back the other way normally
Virtually all the WRC boys use COP and most high performance bikes now use it.
Why? Because it's not as good as the old plug lead set up
I'm trying to sell something here, not have a debate about it.
13-10-2006, 12:49 PM
#17
Professional Waffler
Originally Posted by AustenW
I'm trying to sell something here, not have a debate about it.
what do drag car use? im sure thay want the most spark energy off off the car types talked about
13-10-2006, 12:53 PM
#18
Originally Posted by foreigneRS
i haven't done it yet, but i've got all the bits together now to do it
not ready to give away the secrets yet though, otherwise prices will shoot up before i get a good stock of spares
not ready to give away the secrets yet though, otherwise prices will shoot up before i get a good stock of spares
All i know it will be sweet...........
13-10-2006, 01:24 PM
#19
Advanced PassionFord User
Spark plugs wires are going away for the same reason that distributors went away.
Vehicle manufacturers want to improve ignition performance and reliability.
Plug wires are an assembly line nuisance, and are often the weak link in today’s distributor less ignition systems. The plug wires must carry anywhere from 5,000 up to 40,000 or more volts to fire the plugs.
This requires heavy insulation plus the ability to suppress electromagnetic interference (EMI). The wires must also be coated with a tough outer jacket to withstand high temperatures in the engine compartment and chemical attack.
As reliable as today’s plug wires are, there is always the potential for trouble. Even the toughest insulation can burn if a wire rubs up against a hot exhaust manifold. The connection inside the spark plug boot between the wire and plug terminal can also be damaged if someone jerks on the wire to remove the boot when changing sparkplugs.
Plug wires can also radiate magnetic fields that may affect nearby sensor wires or other electronic circuits.
Attaching the ignition coils directly to the spark plugs eliminates the need for separate high voltage wires along with their potential for trouble.
Eliminating the individual plug wires also eliminates the need for wire looms and heat shields. That’s why coil-on-plug ignition systems are being used on a growing number of race engines.
Benefits include:
• Directly mounted to spark plug and includes a robust electrical connection to the plug.
• Greater spark energy may allow increase in plug gap for better burn.
• Increased recharge time due to 4 coils.
• Laminations encapsulated in epoxy for environmental protection and increased safety.
• Reduced weight and under bonnet complexity.
• Improved combustion quality and reduced electrical draw.
• losing one will affect engine performance, but you can still drive
Vehicle manufacturers want to improve ignition performance and reliability.
Plug wires are an assembly line nuisance, and are often the weak link in today’s distributor less ignition systems. The plug wires must carry anywhere from 5,000 up to 40,000 or more volts to fire the plugs.
This requires heavy insulation plus the ability to suppress electromagnetic interference (EMI). The wires must also be coated with a tough outer jacket to withstand high temperatures in the engine compartment and chemical attack.
As reliable as today’s plug wires are, there is always the potential for trouble. Even the toughest insulation can burn if a wire rubs up against a hot exhaust manifold. The connection inside the spark plug boot between the wire and plug terminal can also be damaged if someone jerks on the wire to remove the boot when changing sparkplugs.
Plug wires can also radiate magnetic fields that may affect nearby sensor wires or other electronic circuits.
Attaching the ignition coils directly to the spark plugs eliminates the need for separate high voltage wires along with their potential for trouble.
Eliminating the individual plug wires also eliminates the need for wire looms and heat shields. That’s why coil-on-plug ignition systems are being used on a growing number of race engines.
Benefits include:
• Directly mounted to spark plug and includes a robust electrical connection to the plug.
• Greater spark energy may allow increase in plug gap for better burn.
• Increased recharge time due to 4 coils.
• Laminations encapsulated in epoxy for environmental protection and increased safety.
• Reduced weight and under bonnet complexity.
• Improved combustion quality and reduced electrical draw.
• losing one will affect engine performance, but you can still drive
13-10-2006, 08:42 PM
#20
Testing the future
i was only going to do it to be different, but didn't get the time to before breaking it.
i don't see why it couldn't work and be reliable on a yb. just because it doesn't on some vag cars that have a transverse mounted engine in a relatively small engine bay doesn't mean it wouldn't work on a yb in a sierra. all depends on coil spec, whether the amp is built in and vulnerable, design of cam cover etc.
management is not normally a problem. they can eaiily be run in wasted spark mode by a conversion as offered by Motorsport Developments, or my RP Lab L8 would have done it.
i don't see why it couldn't work and be reliable on a yb. just because it doesn't on some vag cars that have a transverse mounted engine in a relatively small engine bay doesn't mean it wouldn't work on a yb in a sierra. all depends on coil spec, whether the amp is built in and vulnerable, design of cam cover etc.
management is not normally a problem. they can eaiily be run in wasted spark mode by a conversion as offered by Motorsport Developments, or my RP Lab L8 would have done it.
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