M.s.d.l.i.d.f.i.s.
11-12-04, 05:11 PM
#54
Racing is life!
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Whatever you guys want to call it is ok with me. MSD-DIS works. Post up some pics of the final install when you can. I will be doing this soon. We could call it the Hyper4-MSDDIS.
11-12-04, 07:04 PM
#55
When I eventually get around to updating my webpage, I'll probably make a new section for MSD-DIS. Of course it has to pass my personal testing before I can recommend it to others. I have confidence that it will. Yeah, after I get my test vehicle running again (carb issues etc sorted), I'll be in a position to try the MSD in it again.
Yeah, after I get my test vehicle running again (carb issues etc sorted), I'll be in a position to try the MSD in it again.
11-13-04, 05:23 AM
#56
I'll get pics up soon the only camera I have acces to right now is my cell phone, so they will kinda suck for now... Got a new problem now I started her up today and noticed she was smoking. And this car engine has never smoked before. Hope fully it just needs an oil change. It's bluish smoke 
I hope its not another oil seal. I'm still not working and the last thing i need is another blown engine... Well right now I run Amsoil 10-30 full synthetic. People here say not to use synthetic cause it will soften the oil seals is this true? Or is the oil just to thin for the weather now, 50s. Gawd I can't afford another engine. What am I to do? Does anyone know anything that might help out the oil seals?
I hope its not another oil seal. I'm still not working and the last thing i need is another blown engine... Well right now I run Amsoil 10-30 full synthetic. People here say not to use synthetic cause it will soften the oil seals is this true? Or is the oil just to thin for the weather now, 50s. Gawd I can't afford another engine. What am I to do? Does anyone know anything that might help out the oil seals?
11-23-04, 12:59 AM
#58
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Location: SC
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for the guys that are shooting in the dark about rejetting there carbs go here:
http://www.mazspeed.com/carburetorfacts.htm
Carl.
http://www.mazspeed.com/carburetorfacts.htm
Carburetor Facts By Tom Turner
For Solex/Mikuni 44PHH two barrel side draft carb, used on stock or street ported 12A with header and free flowing exhaust:
Venturi 39 mm
Main fuel jet #200
Air Jet #240
Idle Jet #62.5
Accel. Pump #90
Emulsion Tube OA
The following Weber recommendation come from Racing Beat in Anaheim CA:
Weber 48IDA on street ported 12A with headers and free flowing mufflers
Venturi 37mm
Main fuel jet #170
Air Jet #150
Emulsion Tube #F-11
Weber 48IDA on street ported 13B with headers and free flowing mufflers
Venturi 38mm
Main fuel jet #190
Air Jet #160
Emulsion Tube #F-11
Weber 48IDA on bridge ported 12A with headers and open exhaust
Venturi 42mm
Main fuel jet #240
Air Jet #170
Emulsion Tube #F-11
Use larger #300 float needle valve
Weber 48IDA on peripheral ported 12A with headers and open exhaust
Venturi 43mm
Main fuel jet #230
Air Jet #125
Emulsion Tube #F-8
Use larger #300 float needle valve
Weber 51IDA on bridge ported 13B with headers and open exhaust
Venturi 45mm
Main fuel jet #235
Air Jet #165
Emulsion Tube #F-11
Use larger #300 float needle valve
Weber 51IDA on peripheral ported 13B with headers and open exhaust
Venturi 46mm
Main fuel jet #240
Air Jet #110
Use larger #300 float needle valve
For Solex/Mikuni 44PHH two barrel side draft carb, used on stock or street ported 12A with header and free flowing exhaust:
Venturi 39 mm
Main fuel jet #200
Air Jet #240
Idle Jet #62.5
Accel. Pump #90
Emulsion Tube OA
The following Weber recommendation come from Racing Beat in Anaheim CA:
Weber 48IDA on street ported 12A with headers and free flowing mufflers
Venturi 37mm
Main fuel jet #170
Air Jet #150
Emulsion Tube #F-11
Weber 48IDA on street ported 13B with headers and free flowing mufflers
Venturi 38mm
Main fuel jet #190
Air Jet #160
Emulsion Tube #F-11
Weber 48IDA on bridge ported 12A with headers and open exhaust
Venturi 42mm
Main fuel jet #240
Air Jet #170
Emulsion Tube #F-11
Use larger #300 float needle valve
Weber 48IDA on peripheral ported 12A with headers and open exhaust
Venturi 43mm
Main fuel jet #230
Air Jet #125
Emulsion Tube #F-8
Use larger #300 float needle valve
Weber 51IDA on bridge ported 13B with headers and open exhaust
Venturi 45mm
Main fuel jet #235
Air Jet #165
Emulsion Tube #F-11
Use larger #300 float needle valve
Weber 51IDA on peripheral ported 13B with headers and open exhaust
Venturi 46mm
Main fuel jet #240
Air Jet #110
Use larger #300 float needle valve
03-14-05, 05:02 PM
#62
Sports Racer
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Hey 20B this is why two coils in Parallel work:
I sent that question to the MSD guys. they Responded:
Dear Sir:
Your question is a very interesting one and often asked.
A dual tower coil, such as for a distributor-less application, will fire both coil towers at the same time. The coil is designed to fire as the computer tells it to and the cylinder firing is set up so that as one cylinder is firing on the compression stroke, the other cylinder is at the exhaust stroke and also receives a ‘firing’ from the coil. The energy transferred to the respective cylinders is not split evenly. Electricity will only use the energy necessary to get the job done. Since the cylinder at the compression stroke will require more energy to actually ‘light’ the air/fuel mixture as the cylinder at the exhaust stroke has, at this point, less compression. Therefore, that cylinder also gets a spark from the coil, just not as intense.
Remember that electricity is a lazy fellow and voltage ratings are not as important a figure as the ‘peak current’ developed by the coil. Current is the ‘work horse’ in any application. That is what is actually going to do the work to light your air/fuel mixture. Voltage is the force used to ‘push’ that energy to get the work done. A coil will only use the voltage necessary to get the job done. A coil rated at 45,000 volts is nice to have, however, if the voltage requirements are only 30,000, that is all the coil will use. In higher compression engines, voltage output is a figure that has to be looked at more closely. In a ‘stock’ application, a coil having such a high voltage rating m9ght not be necessary.
Now then, let’s examine using two coils and a single channel MSD Ignition for say a Mazda rotary application. One coil is a ‘leading coil’ and the other is a ‘trailing coil’. Just as the compression and exhaust firings were explained previously, the plug requiring the most energy will use that energy from the leading coil and the other plugs that fire requiring less energy, will only use the energy required.
Dear Sir:
Your question is a very interesting one and often asked.
A dual tower coil, such as for a distributor-less application, will fire both coil towers at the same time. The coil is designed to fire as the computer tells it to and the cylinder firing is set up so that as one cylinder is firing on the compression stroke, the other cylinder is at the exhaust stroke and also receives a ‘firing’ from the coil. The energy transferred to the respective cylinders is not split evenly. Electricity will only use the energy necessary to get the job done. Since the cylinder at the compression stroke will require more energy to actually ‘light’ the air/fuel mixture as the cylinder at the exhaust stroke has, at this point, less compression. Therefore, that cylinder also gets a spark from the coil, just not as intense.
Remember that electricity is a lazy fellow and voltage ratings are not as important a figure as the ‘peak current’ developed by the coil. Current is the ‘work horse’ in any application. That is what is actually going to do the work to light your air/fuel mixture. Voltage is the force used to ‘push’ that energy to get the work done. A coil will only use the voltage necessary to get the job done. A coil rated at 45,000 volts is nice to have, however, if the voltage requirements are only 30,000, that is all the coil will use. In higher compression engines, voltage output is a figure that has to be looked at more closely. In a ‘stock’ application, a coil having such a high voltage rating m9ght not be necessary.
Now then, let’s examine using two coils and a single channel MSD Ignition for say a Mazda rotary application. One coil is a ‘leading coil’ and the other is a ‘trailing coil’. Just as the compression and exhaust firings were explained previously, the plug requiring the most energy will use that energy from the leading coil and the other plugs that fire requiring less energy, will only use the energy required.
03-15-05, 12:46 AM
#66
How About A Cup Of STFU
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Originally Posted by John Senini
the plug requiring the most energy will use that energy from the leading coil and the other plugs that fire requiring less energy, will only use the energy required.
03-15-05, 01:15 AM
#67
The way I learned it, which also follows the results I've had while bench testing really long spark gaps, is that the spark will only draw as much current as is necessary to jump the gap. If it only takes 25,000 volts to jump a certain distance, then that's all that is needed. That's why the DIS coil setup works on a rotary if hooked to both leading plugs. The plug firing into the fresh mixture requires more power, so that's what it gets... in theory, anyway.
03-15-05, 11:37 AM
#69
There's just two wires on the low tension side. It's as easy as wiring up a single output coil. The high tension side goes directly to both leading plugs.
Is that what you wanted to know? Or were you trying to ask a specific question about how to mate one of those coils to a specific ignition source?
Is that what you wanted to know? Or were you trying to ask a specific question about how to mate one of those coils to a specific ignition source?
03-15-05, 12:21 PM
#70
holley guy
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Originally Posted by Jeff20B
The way I learned it, which also follows the results I've had while bench testing really long spark gaps, is that the spark will only draw as much current as is necessary to jump the gap. If it only takes 25,000 volts to jump a certain distance, then that's all that is needed. That's why the DIS coil setup works on a rotary if hooked to both leading plugs. The plug firing into the fresh mixture requires more power, so that's what it gets... in theory, anyway.
Marques
03-15-05, 02:29 PM
#72
mwatson184, I tested a 2nd gen leading coil hooked to my MSD 6AL and I pulled one of the spark plugs a fair distance from the boot and got a really long spark. Guess what the other plug was doing? It continued to spark happily even though most of the current was going to the first plug. This follows the theory described above.
bwaits, I'm sure it would work, but again you're asking the MSD's CDI output to be shared between two coils. It's not that good to do from a parallel wiring standpoint. Also, what type of engine were you going to run it on?
bwaits, I'm sure it would work, but again you're asking the MSD's CDI output to be shared between two coils. It's not that good to do from a parallel wiring standpoint. Also, what type of engine were you going to run it on?
Last edited by Jeff20B; 03-15-05 at 02:31 PM.
03-15-05, 02:37 PM
#73
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Well if it works thats great, it just seems a little counterintuitive to me. I'll trust your study/theory before mine, I just wish i could make sense of why it actually works that way.
03-15-05, 05:34 PM
#75
Originally Posted by Jeff20B
bwaits, I'm sure it would work, but again you're asking the MSD's CDI output to be shared between two coils. It's not that good to do from a parallel wiring standpoint. Also, what type of engine were you going to run it on?
Not one in mind. Just thinking. We used to fire trailing with the leading many moons back. If the box would fire two of those coils you could direct fire all the plugs with one box, 2 coils and one magnetic pickup - say... off a trigger wheel.
-bill