MSD Digital 6+
07-08-08 | 06:46 PM
#27
I ran the two blasters and two 6al's with the dizzy on my 13b ran really great...But now i need to upgrade and get the more powerful spark for the turbo setup...could you pm me some info
07-09-08 | 07:11 PM
#28
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Just lock the dizzy and set your timming to 10* BTDC and run both through the cap, and you'll be good. Or if you want direct fire on the leading do that with a FC coil and run the trailing through the cap. Either way lock the dizzy and set timming to 10*BTDC and you should be good.
07-19-08 | 05:22 PM
#29
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Okkkkaaaaaaaaaaay! So my MSD 6A finally died... I'm on the market for a new ignition box. Does anyone on here know anything about millajules of spark and is the Crane box worth the extra money?? If not I might just go with the Mallory box this time around. Does anyone have any experience or know ony info on other ignition boxes besides MSD. Specially the Mallory or the Crane boxes.
07-19-08 | 11:54 PM
#30
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From: Tacoma, WA
Used to have a 1990 mustang w/ 351 windsor, .30 over, forged pistons, ported and polished heads, harland sharp roller rockers, Comp cams magnum grind 280/512 cam, holley 750, msd 6a, msd billet distributor, msd wires, msd blaster coil, ford 9" w/ 3.70 gears and moser axles, ford racing T-5, ford racing suspension, 10.5" slotted rotors with ceramic pads, 6 point cage, all the good stuff. The ignition never failed me. That thing would start on the first crank every time, and ran like a raped ape. I know for a fact that the msd setup is worth it.
07-20-08 | 12:07 AM
#31
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Joined: Feb 2008
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From: Tacoma, WA
I've heard alot more good reviews about the mallory then the crane. Haven't had either myself. Mallory has always been a ignition manufacturer, crane is known for their cams (atleast in the muscle car world). Just compare and contrast, then go with your gut instinct.
07-21-08 | 06:25 PM
#33
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K so I confirmed that the Summit boxes are made by mallory, but right now the Mallory is cheaper. Soooooo.
http://www.summitracing.com/streetan...A82B40E3971%7D
Analog vs. Digital Ignitions Why the switch from analog to digital? The main advantages of a digital ignition are: accurate timing; smaller ignition box size; full access to the timing curve via dip switches; you can change the initial timing at the MSD box electronically instead of moving the trigger around physically; reliability (because there are fewer components to fail).
07-21-08 | 07:59 PM
#34
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Borrowed from a very old crane page. Great info here:
The Ignition Process
The ignition process is key to the operation of internal combustion engines. Four-cycle engines require external combustion, and this is accomplished by discharging electrical energy through a spark gap. Heat transfer and gas ionisation (splitting apart of gas molecules) caused by the spark discharge initiates a flame kernel. The flame kernel then grows into a flame front that spreads through the combustion chamber. The stages of a spark discharge include breakdown, arc, and glow discharges.
Breakdown
Most engines require nearly 12,000 volts to fire the spark gap. When this voltage level is reached, a very high current flows for an almost immeasurably short period of time, as energy stored in the capacitance of the coil, secondary wiring, and spark plug is rapidly discharged. Because the breakdown phase is so short, it accounts for only a small percentage of the total ignition energy.
Arc Discharge
The breakdown phase is followed by an arc discharge. An arc dis*charge requires a considerable current flowing in the gap, at least 0.2 amps. During the arc phase, the voltage across the gap drops to a few hundred volts. An arc discharge is very visible and high levels of energy are transferred to the flame kernel near the centre of the spark gap, as shown here.
Glow Discharge
A glow discharge is less intense. A good analogy to arc versus glow discharge is comparing an arc welder to a fluorescent lamp. Much of the energy in the glow discharge is lost heating the electrodes as shown here. Most ignition systems start with a breakdown and arc phase and then end with a glow discharge as the stored energy is used up. The trick is to maximize the duration of the arc discharge, since this transfers the most energy to the flame kernel.
Terms and Variables Used to Rate ignition Systems
Peak Gap Current - the maximum current flowing during arc or glow discharge. A critical measure of ignition performance.
Total Spark Duration - how long the spark will last. Duration is usually measured in microseconds. Long spark duration reduces lean surge at part throttle.
Available Voltage - also referred to as the maximum open gap voltage. Measured by opening the gap until no spark occurs. Usually much higher than the required firing voltage under actual operating conditions.
Millijoules Ignition Energy - The millijoule is a measurement of ignition energy. (Energy = voltage x current x time.) Primary energy is the stored energy in the ignition system. Only a fraction of this energy is delivered to the flame kernel during the spark discharge.
Cyclical Variation - the technical term for misfiring. Variations in engine output from cylinder to cylinder firing caused by differences in the rate of pressure rise after combustion initiation. An unstable flame front can increase cyclical variation. High output ignition systems with a long arc duration reduce cyclical variation by promoting rapid growth of the flame kernel into a stable flame front.
Selecting The Right Ignition System
Selection of an appropriate ignition system can unlock power by reduc*ing cyclical variation. Cyclical varia*tion ("misfire") can be reduced by ensuring a stable flame front. How can we ensure a stable flame front? First, available voltage must exceed required firing voltage so that the spark will fire across the gap. In conventional inductive ignition systems, available voltage drops off at high RPM. At some point, the engine will start to exhibit gross misfires and power loss. Even if the spark gap has been fired, the system must transfer enough energy to ensure that the flame kernel will rapidly grow and spread. A high gap current, sufficient to cause an arc discharge and a long spark duration, will ensure a stable, spreading flame front.
Our tests have shown that most race engines with power output rated between 500 to 1,000hp require at least 0.3 amps peak gap current and a minimum 100-150 microseconds spark duration. Engines in excess of 1,000hp may require a peak gap current of 0.5-1.5 amps and a spark duration of 300-500 microseconds.
For street engines, a long spark duration is critical. Cruising at part throttle under high manifold vacuum conditions can result in pockets of lean mixture within the combustion chamber. Insufficient spark duration will result in misfires, lean surges, increases in emissions and loss of fuel economy. At least 0.05 amps peak gap current and 1000 microseconds spark duration is required.
Types of Ignition Systems
1. Inductive Discharge Systems
Most original equipment (OE) ignitions are inductive discharge systems derived from Charles Kettering's principle first described in 1908. Inductive discharge systems operate on the principle of energy storage in the coil primary windings. A typical inductive discharge ignition system is shown here. When the switching device (points in early systems, transistors in electronic systems) closes, battery voltage is applied across the coil primary and current builds up. Stored energy is proportional to the coil inductance times the square of the current. By its nature, an inductor tries to maintain a constant current flow. When the switching device opens, the primary current flow is disrupted and current flow transfers to the secondary, firing the spark gap until the stored energy is used up.
Points systems and early electronic systems use ballast resistors to limit current. Later systems limit the current electronically via the transistor switch.
A disadvantage of inductive systems is that energy falls off at high RPM because insufficient time exists to charge the coil. OE systems are generally good up to about 5,000 RPM. Crane's FireBall high output inductive discharge systems such as the Hl-6S, XR700 and XR3000 extend the RPM range upwards of 8,000 RPM.
Most electronic inductive ignition systems have a peak gap current of about 0.04-0.06 amps. This gap current is sufficient for street and some race applications. It is insufficient to cause the long arc discharge required for peak performance in high-output race engine applications.
2. Capacitive Discharge Ignition
Capacitive discharge (CD) systems are widely used in racing and overcome the limitations of inductive systems at high RPM. A typical Crane multi-spark CD system is shown here. A capacitor is charged up to about 475 volts. The stored energy is proportional to the capacitance times the square of the voltage. An electronic switching device such as an IGBT (insulated gate bipolar transistor) then discharges this stored energy into the coil primary. A high voltage pulse appears on the coil secondary and fires the spark gap. CD systems are more complex and expensive than conventional inductive discharge systems because a high voltage power supply is required to charge the capacitor.
Single spark CD systems create high gap current well above 0.2 amps but are characterized by a short spark duration of 150-500 microseconds. The high gap current can create a true arc discharge ideal for high RPM race engines running rich mixtures. CD systems can help reduce plug fouling. CD systems can also operate at engine speeds in excess of 10,000 RPM without energy loss, but the short spark duration can create driveability problems on the street, such as lean surge at part throttle. Thus the need for multiple spark technology
Multiple spark technology is required for street CD systems. Multiple spark CD systems have a specially designed power supply that quickly recharges the storage capacitor allowing multiple sparks to be fired from cranking speed up to 3,000 RPM.
Above 3,000 RPM all multiple spark systems revert back to a single spark. The multiple spark fired at the lower RPM levels typical of street driving results in a much longer effective spark duration. The benefits include quicker cold weather starting, smoother idle, and reduced lean surge during cruise. The Crane Hl-6 multiple spark CD system delivers up to 12 sparks per sequence.
3. Resonant Converter Ignition
State-of-the-art resonant converter technology drives the coil primary with high voltage alternating current. The Crane Hl-8 resonant converter system is shown here. There is no storage capacitor that needs to be recharged between cylinders firing. Resonant converter systems can theoretically generate a continuous spark. The spark duration is limited only by practical considerations such as cross firing within the distributor. The HI-8 resonant converter ignition system achieves a peak gap current in excess of 1 .5 amps with a spark duration of 450 microseconds. Big block engines with highly turbulent combustion chambers and engines running alcohol have gained 10-15hp based on documented dyno tests with resonant converter ignitions such as the FireBall Hl-8.
The Ignition Process
The ignition process is key to the operation of internal combustion engines. Four-cycle engines require external combustion, and this is accomplished by discharging electrical energy through a spark gap. Heat transfer and gas ionisation (splitting apart of gas molecules) caused by the spark discharge initiates a flame kernel. The flame kernel then grows into a flame front that spreads through the combustion chamber. The stages of a spark discharge include breakdown, arc, and glow discharges.
Breakdown
Most engines require nearly 12,000 volts to fire the spark gap. When this voltage level is reached, a very high current flows for an almost immeasurably short period of time, as energy stored in the capacitance of the coil, secondary wiring, and spark plug is rapidly discharged. Because the breakdown phase is so short, it accounts for only a small percentage of the total ignition energy.
Arc Discharge
The breakdown phase is followed by an arc discharge. An arc dis*charge requires a considerable current flowing in the gap, at least 0.2 amps. During the arc phase, the voltage across the gap drops to a few hundred volts. An arc discharge is very visible and high levels of energy are transferred to the flame kernel near the centre of the spark gap, as shown here.
Glow Discharge
A glow discharge is less intense. A good analogy to arc versus glow discharge is comparing an arc welder to a fluorescent lamp. Much of the energy in the glow discharge is lost heating the electrodes as shown here. Most ignition systems start with a breakdown and arc phase and then end with a glow discharge as the stored energy is used up. The trick is to maximize the duration of the arc discharge, since this transfers the most energy to the flame kernel.
Terms and Variables Used to Rate ignition Systems
Peak Gap Current - the maximum current flowing during arc or glow discharge. A critical measure of ignition performance.
Total Spark Duration - how long the spark will last. Duration is usually measured in microseconds. Long spark duration reduces lean surge at part throttle.
Available Voltage - also referred to as the maximum open gap voltage. Measured by opening the gap until no spark occurs. Usually much higher than the required firing voltage under actual operating conditions.
Millijoules Ignition Energy - The millijoule is a measurement of ignition energy. (Energy = voltage x current x time.) Primary energy is the stored energy in the ignition system. Only a fraction of this energy is delivered to the flame kernel during the spark discharge.
Cyclical Variation - the technical term for misfiring. Variations in engine output from cylinder to cylinder firing caused by differences in the rate of pressure rise after combustion initiation. An unstable flame front can increase cyclical variation. High output ignition systems with a long arc duration reduce cyclical variation by promoting rapid growth of the flame kernel into a stable flame front.
Selecting The Right Ignition System
Selection of an appropriate ignition system can unlock power by reduc*ing cyclical variation. Cyclical varia*tion ("misfire") can be reduced by ensuring a stable flame front. How can we ensure a stable flame front? First, available voltage must exceed required firing voltage so that the spark will fire across the gap. In conventional inductive ignition systems, available voltage drops off at high RPM. At some point, the engine will start to exhibit gross misfires and power loss. Even if the spark gap has been fired, the system must transfer enough energy to ensure that the flame kernel will rapidly grow and spread. A high gap current, sufficient to cause an arc discharge and a long spark duration, will ensure a stable, spreading flame front.
Our tests have shown that most race engines with power output rated between 500 to 1,000hp require at least 0.3 amps peak gap current and a minimum 100-150 microseconds spark duration. Engines in excess of 1,000hp may require a peak gap current of 0.5-1.5 amps and a spark duration of 300-500 microseconds.
For street engines, a long spark duration is critical. Cruising at part throttle under high manifold vacuum conditions can result in pockets of lean mixture within the combustion chamber. Insufficient spark duration will result in misfires, lean surges, increases in emissions and loss of fuel economy. At least 0.05 amps peak gap current and 1000 microseconds spark duration is required.
Types of Ignition Systems
1. Inductive Discharge Systems
Most original equipment (OE) ignitions are inductive discharge systems derived from Charles Kettering's principle first described in 1908. Inductive discharge systems operate on the principle of energy storage in the coil primary windings. A typical inductive discharge ignition system is shown here. When the switching device (points in early systems, transistors in electronic systems) closes, battery voltage is applied across the coil primary and current builds up. Stored energy is proportional to the coil inductance times the square of the current. By its nature, an inductor tries to maintain a constant current flow. When the switching device opens, the primary current flow is disrupted and current flow transfers to the secondary, firing the spark gap until the stored energy is used up.
Points systems and early electronic systems use ballast resistors to limit current. Later systems limit the current electronically via the transistor switch.
A disadvantage of inductive systems is that energy falls off at high RPM because insufficient time exists to charge the coil. OE systems are generally good up to about 5,000 RPM. Crane's FireBall high output inductive discharge systems such as the Hl-6S, XR700 and XR3000 extend the RPM range upwards of 8,000 RPM.
Most electronic inductive ignition systems have a peak gap current of about 0.04-0.06 amps. This gap current is sufficient for street and some race applications. It is insufficient to cause the long arc discharge required for peak performance in high-output race engine applications.
2. Capacitive Discharge Ignition
Capacitive discharge (CD) systems are widely used in racing and overcome the limitations of inductive systems at high RPM. A typical Crane multi-spark CD system is shown here. A capacitor is charged up to about 475 volts. The stored energy is proportional to the capacitance times the square of the voltage. An electronic switching device such as an IGBT (insulated gate bipolar transistor) then discharges this stored energy into the coil primary. A high voltage pulse appears on the coil secondary and fires the spark gap. CD systems are more complex and expensive than conventional inductive discharge systems because a high voltage power supply is required to charge the capacitor.
Single spark CD systems create high gap current well above 0.2 amps but are characterized by a short spark duration of 150-500 microseconds. The high gap current can create a true arc discharge ideal for high RPM race engines running rich mixtures. CD systems can help reduce plug fouling. CD systems can also operate at engine speeds in excess of 10,000 RPM without energy loss, but the short spark duration can create driveability problems on the street, such as lean surge at part throttle. Thus the need for multiple spark technology
Multiple spark technology is required for street CD systems. Multiple spark CD systems have a specially designed power supply that quickly recharges the storage capacitor allowing multiple sparks to be fired from cranking speed up to 3,000 RPM.
Above 3,000 RPM all multiple spark systems revert back to a single spark. The multiple spark fired at the lower RPM levels typical of street driving results in a much longer effective spark duration. The benefits include quicker cold weather starting, smoother idle, and reduced lean surge during cruise. The Crane Hl-6 multiple spark CD system delivers up to 12 sparks per sequence.
3. Resonant Converter Ignition
State-of-the-art resonant converter technology drives the coil primary with high voltage alternating current. The Crane Hl-8 resonant converter system is shown here. There is no storage capacitor that needs to be recharged between cylinders firing. Resonant converter systems can theoretically generate a continuous spark. The spark duration is limited only by practical considerations such as cross firing within the distributor. The HI-8 resonant converter ignition system achieves a peak gap current in excess of 1 .5 amps with a spark duration of 450 microseconds. Big block engines with highly turbulent combustion chambers and engines running alcohol have gained 10-15hp based on documented dyno tests with resonant converter ignitions such as the FireBall Hl-8.
07-21-08 | 08:00 PM
#35
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Coil Selection
The ignition coil plays a key role in determining system performance. Original equipment coils usually have a turns ratio of 100 secondary turns to every primary turn. Secondary current, which is the same as the spark gap current, is about 1/100 the peak primary current. Available secondary voltage is 100 times the primary voltage. Some aftermarket coils have higher turns ratios to increase the available voltage. However, the available voltage need only exceed the required firing voltage, which is generally not more than 12,000-15,000 volts. Tests have shown that most engines running plug gap sizes around 1.1mm are better off with a lower turns ratio, in the 60:1 range. This gives a considerable increase in gap current.
Coil construction also effects ignition energy. Early coil designs were based on an open core and packaged in a can filled with oil. Newer designs use a transformer style construction with a closed core in the shape of an "E", hence the name "E" core coils. The closed core results in a closed magnetic path and less "leakage" of magnetic flux. The technical term is leakage inductance and the effect is shown here. Less leakage inductance results in more energy transfer to the spark gap.
The Voltage Myth
Nothing has caused more confusion than the issue of available voltage. Some ignition brands have compromised their ignition system designs so that they can claim very high available voltage figures, such as 40,000 or even 50,000 volts (40 or 50kV). Actual tests on race engines show that the required firing voltage is in the 8,000 to 12,000 volt range at wide open throttle and high RPM. Starting a cold engine is the worst case and may require as much as 15,000 volts to fire the plugs. Once the spark is fired, the arc sustaining voltage drops to a very low value - no more than a few hundred volts.
For a given ignition system, available voltage and spark gap current are inversely proportional. An ignition system designed to provide a high available voltage will sacrifice gap current. The high available voltage figure may look impressive, but actual engine performance suffers.
The Energy Paradox
Energy is the product of voltage, current, and time. The electric company sends us a bill based on the energy we use. In this case, the voltage stays constant. If we turn on more lights or leave them on longer, the energy consumed goes up and so does our bill. Things are not that simple with ignition systems. The problem is with the voltage across the spark gap. Here we are talking about the arc sustaining voltage once the spark has started. The arc phenomenon is very non-linear. If the gap current is low, as in an OE inductive ignition, the gases in the gap will be weakly ionised (glow discharge). The resistance across the gap remains high, causing a high voltage of about 1,000 volts and a high calculated energy figure. Race ignition systems with high gap current levels cause the gases to become strongly ionised (arc discharge). The resistance across the spark gap becomes very low and the voltage may drop to as low as 150 volts. This leads to the paradox that the calculated energy figure for the race ignition may be less than that of the OE system. Millijoules energy figures can be misleading.
Comparisons of gap current and spark duration are more useful and tend to correlate more closely with observed engine performance. Because of the paradox of low spark gap energy for race ignition systems, vendors often give primary energy specifications. For CD systems this is the energy stored in the capacitor. Only a fraction of this energy ever reaches the spark gap. Since factors such as coil turns ratio, leakage inductance, winding and plug wire resistance all effect the energy transfer, primary energy figures are almost meaningless. Again, gap current and spark duration provide a more accurate basis of comparison between ignition systems, since these parameters directly affect flame kernel growth.
The ignition coil plays a key role in determining system performance. Original equipment coils usually have a turns ratio of 100 secondary turns to every primary turn. Secondary current, which is the same as the spark gap current, is about 1/100 the peak primary current. Available secondary voltage is 100 times the primary voltage. Some aftermarket coils have higher turns ratios to increase the available voltage. However, the available voltage need only exceed the required firing voltage, which is generally not more than 12,000-15,000 volts. Tests have shown that most engines running plug gap sizes around 1.1mm are better off with a lower turns ratio, in the 60:1 range. This gives a considerable increase in gap current.
Coil construction also effects ignition energy. Early coil designs were based on an open core and packaged in a can filled with oil. Newer designs use a transformer style construction with a closed core in the shape of an "E", hence the name "E" core coils. The closed core results in a closed magnetic path and less "leakage" of magnetic flux. The technical term is leakage inductance and the effect is shown here. Less leakage inductance results in more energy transfer to the spark gap.
The Voltage Myth
Nothing has caused more confusion than the issue of available voltage. Some ignition brands have compromised their ignition system designs so that they can claim very high available voltage figures, such as 40,000 or even 50,000 volts (40 or 50kV). Actual tests on race engines show that the required firing voltage is in the 8,000 to 12,000 volt range at wide open throttle and high RPM. Starting a cold engine is the worst case and may require as much as 15,000 volts to fire the plugs. Once the spark is fired, the arc sustaining voltage drops to a very low value - no more than a few hundred volts.
For a given ignition system, available voltage and spark gap current are inversely proportional. An ignition system designed to provide a high available voltage will sacrifice gap current. The high available voltage figure may look impressive, but actual engine performance suffers.
The Energy Paradox
Energy is the product of voltage, current, and time. The electric company sends us a bill based on the energy we use. In this case, the voltage stays constant. If we turn on more lights or leave them on longer, the energy consumed goes up and so does our bill. Things are not that simple with ignition systems. The problem is with the voltage across the spark gap. Here we are talking about the arc sustaining voltage once the spark has started. The arc phenomenon is very non-linear. If the gap current is low, as in an OE inductive ignition, the gases in the gap will be weakly ionised (glow discharge). The resistance across the gap remains high, causing a high voltage of about 1,000 volts and a high calculated energy figure. Race ignition systems with high gap current levels cause the gases to become strongly ionised (arc discharge). The resistance across the spark gap becomes very low and the voltage may drop to as low as 150 volts. This leads to the paradox that the calculated energy figure for the race ignition may be less than that of the OE system. Millijoules energy figures can be misleading.
Comparisons of gap current and spark duration are more useful and tend to correlate more closely with observed engine performance. Because of the paradox of low spark gap energy for race ignition systems, vendors often give primary energy specifications. For CD systems this is the energy stored in the capacitor. Only a fraction of this energy ever reaches the spark gap. Since factors such as coil turns ratio, leakage inductance, winding and plug wire resistance all effect the energy transfer, primary energy figures are almost meaningless. Again, gap current and spark duration provide a more accurate basis of comparison between ignition systems, since these parameters directly affect flame kernel growth.
Last edited by Hyper4mance2k; 07-21-08 at 08:01 PM. Reason: Cause I've just made this the best thread ever...
07-23-08 | 01:47 PM
#39
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I just got it. It's so pretty, all new and shiny. I decided on the Mallory because of Crane's own write up. They said the important thing was the ignitions ability to quickly recharge the coil and it's maximum voltage across the sparkplug. The mallory had better numbers. Although in millajoules of spark the Crane was ten fold their competitiors they themselves said the numbers can be misleading. From everything I've read Ignition to ignition they won't make that much of a difference that it comes down to the coil. The reason big HP guys run huge 7 and 8 series ignitions is because the need to be able to power the bigger coils. It all depends on the coil an dthe ignition box helps the coil do it's job better. I hope the FC coil is up to the task.
07-23-08 | 08:56 PM
#41
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I installed it on my lunch. It took me 15 minutes since it is the exact same size as the MSD and all the plugs and wires are the exact same color so it literally plugged right in.
Driving Impressions:
Idle went from 900 rpm to 1100 RPM. I was able to lower the idle back down to 900 rpm and take fuel out at idle without suffering the smooth idle.
Greatly improved cruise. There are very few lean surges now.
Exhaust note is the same considering all I did was replace my MSD with the Mallory.
Worth the money?
Fluck yes!
It's cheaper than a MSD and the improved cruise and throttle response is more than worth the trouble. And, it's fugging cheaper than a MSD!! and it either beats it or is equal in every catagory $139.95 on summit right now with a $25 dollar rebate if you buy it before 07/31.
I think I'll send my MSD into them to have it refurbished. I guess it's like $50 then I'll run it through the cap for the trailing.
Driving Impressions:
Idle went from 900 rpm to 1100 RPM. I was able to lower the idle back down to 900 rpm and take fuel out at idle without suffering the smooth idle.
Greatly improved cruise. There are very few lean surges now.
Exhaust note is the same considering all I did was replace my MSD with the Mallory.
Worth the money?
Fluck yes!
It's cheaper than a MSD and the improved cruise and throttle response is more than worth the trouble. And, it's fugging cheaper than a MSD!! and it either beats it or is equal in every catagory $139.95 on summit right now with a $25 dollar rebate if you buy it before 07/31.
I think I'll send my MSD into them to have it refurbished. I guess it's like $50 then I'll run it through the cap for the trailing.
Last edited by Hyper4mance2k; 07-23-08 at 09:08 PM.
07-23-08 | 09:07 PM
#42
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Side by side
Brand
MSD Ignition----------------------------Mallory
Product Line
MSD 6A CD Ignitions------------------Mallory HyFire VI-A Digital CD Ignitions
Part #
MSD-6200 ----------------------------MAA-6852M
Price
$184.40--------------------------------$139.95
Description
Ignition Box, 6A, --------------------Ignition Box, HyFire VI-A,
Analog,---------------------------------Digital,
Capacitive Discharge,--------------- Capacitive Discharge,
Universal,----------------------------- Universal,
CARB EO Number
D-40-33--------------------------------None
CD Voltage Output to Coil
460-480 V-------------------------------520 V
Circuitry
Analog----------------------------------Digital
Coil Included
No--------------------------------------No
Current Draw
1 amp per 1,000 rpm----------------0.6 amps per 1,000 rpm
Data Acquisition
No--------------------------------------No
Height (in)
2.250 in.---------------------------- 2.750 in.
Ignition Box Color
Red---------------------------------- Red
Ignition Box Output
Capacitive discharge-------------Capacitive discharge
Length (in)
8.000 in.-----------------------------8.000 in.
Maximum Operating Voltage
18 V--------------------------------- 16 V
Minimum Operating Voltage
12 V--------------------------------- 8 V
Notes
Even-fire only on V6.--------------If this ignition is used for racing the warranty is 90 days.
Quantity
Sold individually.------------------ Sold individually.
Rev Limiter
No-----------------------------------No
Spark Output (millijoules)
115 Millijoules--------------------135 Millijoules
Timing Retard
None--------------------------------None
Warranty
One-year warranty--------------One-year warranty
Width (in)
3.500 in.---------------------------3.500 in.
Brand
MSD Ignition----------------------------Mallory
Product Line
MSD 6A CD Ignitions------------------Mallory HyFire VI-A Digital CD Ignitions
Part #
MSD-6200 ----------------------------MAA-6852M
Price
$184.40--------------------------------$139.95
Description
Ignition Box, 6A, --------------------Ignition Box, HyFire VI-A,
Analog,---------------------------------Digital,
Capacitive Discharge,--------------- Capacitive Discharge,
Universal,----------------------------- Universal,
CARB EO Number
D-40-33--------------------------------None
CD Voltage Output to Coil
460-480 V-------------------------------520 V
Circuitry
Analog----------------------------------Digital
Coil Included
No--------------------------------------No
Current Draw
1 amp per 1,000 rpm----------------0.6 amps per 1,000 rpm
Data Acquisition
No--------------------------------------No
Height (in)
2.250 in.---------------------------- 2.750 in.
Ignition Box Color
Red---------------------------------- Red
Ignition Box Output
Capacitive discharge-------------Capacitive discharge
Length (in)
8.000 in.-----------------------------8.000 in.
Maximum Operating Voltage
18 V--------------------------------- 16 V
Minimum Operating Voltage
12 V--------------------------------- 8 V
Notes
Even-fire only on V6.--------------If this ignition is used for racing the warranty is 90 days.
Quantity
Sold individually.------------------ Sold individually.
Rev Limiter
No-----------------------------------No
Spark Output (millijoules)
115 Millijoules--------------------135 Millijoules
Timing Retard
None--------------------------------None
Warranty
One-year warranty--------------One-year warranty
Width (in)
3.500 in.---------------------------3.500 in.
07-24-08 | 12:48 AM
#44
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You're actualy completely on subject. Just get the one I got and install it according to the MSD writeup on fc3s.com as I said before the wires are exactly the same as the MSD. So check this out I can get the car to Idle smooth at 600 Rpm. Lol this box is awesome.
Jeff do you know the specs on the FC coil? Specifically resistance and voltage.
Jeff do you know the specs on the FC coil? Specifically resistance and voltage.
Last edited by Hyper4mance2k; 07-24-08 at 12:54 AM.
07-29-08 | 01:31 PM
#46
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So I swapped the tach signal for my shift light to the Mallory and it does the same thing the MSD did, so I think my MSD was fine. I guess I'll throw it on the trailing. I did notice one thing though. Both the Mallory and MSD run really hot with the FC coil. The FC coil and both the boxes are too hot to touch. I'd say they get to about 175* I wonder if the FC coil is bad or if the resiatance is much lower or higher than we thought.
https://www.rx7club.com/showthread.p...highlight=coil
https://www.rx7club.com/showthread.p...highlight=coil
07-29-08 | 01:48 PM
#47
Hyper,
Are you running the 2nd gen ballast resistor or just directly to the coil (+/-) terminals? Going from memory, the 2nd gen coil is about 0.8 Ohm and the ballast is 0.35 Ohm (sure about this value)..so a total of 1.15 Ohms or so with the ballast. 1st gen coils are in the 1.35 Ohm range. If you are not using the ballast, you should probably add it. The Mallory/MSD will be happier and live longer with the cooler operation.
Are you running the 2nd gen ballast resistor or just directly to the coil (+/-) terminals? Going from memory, the 2nd gen coil is about 0.8 Ohm and the ballast is 0.35 Ohm (sure about this value)..so a total of 1.15 Ohms or so with the ballast. 1st gen coils are in the 1.35 Ohm range. If you are not using the ballast, you should probably add it. The Mallory/MSD will be happier and live longer with the cooler operation.
07-29-08 | 02:08 PM
#48
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Well all the FSM says is that it should be below 1 Ohm, but if it's too low it could be bad too. Huummmmmm Well see. I'm not running th ballist. Maybe I should try it out.
07-29-08 | 02:19 PM
#49
Try the ballast. Power (W) = V^2/R. Voltage is fixed, so lower resistance (R) means more power (heat) dissipated. I believe my 2nd gen coil was 0.8 Ohm, but the ballast will add another 0.35 Ohm to that.
Does the Mallory/MSD list a spec for minimum coil resistance that it can be used with?
Does the Mallory/MSD list a spec for minimum coil resistance that it can be used with?
08-04-08 | 08:20 PM
#50
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So I've been running FC leading plugs cause I had a bunch sitting around. i decided it was time for a change and I threw in soe B7ES plugs I had sitting around for a while and I tell you what. The car felt like it was only making 75whp. LOL! I don't think the Mallory likes resistorless plugs. I have no Idea why it wouldn't work. It makes no sinse to me but the car took about a 1/4 mile to get to 60... I threw the FC plugs back in and I was doing donuts again. Who knows...