Need Engine/Ignition pics
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Howdy there. Could someone please post/email me links of photos of your engines? Specifically, I am interested in seeing the coil-on-plug ignition parts and how they fit.
I'm looking for a direct-fire ignition system that I can transplant onto my Mazda V6 engine. If it looks like there will be enough clearance to use them, I'd also like info on where to buy these parts. And any pointers to info that explains the system would also be appreciated. I've read a bit on a 300ZX site, and it talks about a power transistor unit (PTU) that was prone to failure on early year 300ZXs.
What components are used in the Maxima ignition system?
I'm looking for a direct-fire ignition system that I can transplant onto my Mazda V6 engine. If it looks like there will be enough clearance to use them, I'd also like info on where to buy these parts. And any pointers to info that explains the system would also be appreciated. I've read a bit on a 300ZX site, and it talks about a power transistor unit (PTU) that was prone to failure on early year 300ZXs.
What components are used in the Maxima ignition system?
Interesting little project. But you have got to be good to convert a coil on plug distributorless ignition to a plug-wire dist system. You need something to trigger the signal to the power transister(some type of crank or cam angle reading system). You would have to splice into the factory harness to retrofit everything(don't ask me how) and you would have to find coil packs that fit exactly into the plug-hole and find some way to secure it.
There are better and more cost effective ways of getting better ignition. ie.. msd and jacobs should have coils,amps and wired for your application.
If you are na and have only bolt ons, forget it. This ain't gonna be worth the effort. If you got turbo and nos that's turned past the factory kits, you are going to need some serious add ons. ie... stand alone engine management systems(ie.. Electromotive, SDI etc.....)
If you understand the above, you know where I'm coming from. If you don't understand the above, I wouldn't even consider touching your stock ignition system.
There are better and more cost effective ways of getting better ignition. ie.. msd and jacobs should have coils,amps and wired for your application.
If you are na and have only bolt ons, forget it. This ain't gonna be worth the effort. If you got turbo and nos that's turned past the factory kits, you are going to need some serious add ons. ie... stand alone engine management systems(ie.. Electromotive, SDI etc.....)
If you understand the above, you know where I'm coming from. If you don't understand the above, I wouldn't even consider touching your stock ignition system.
Originally posted by hyc GTS
Howdy there. Could someone please post/email me links of photos of your engines? Specifically, I am interested in seeing the coil-on-plug ignition parts and how they fit.
I'm looking for a direct-fire ignition system that I can transplant onto my Mazda V6 engine. If it looks like there will be enough clearance to use them, I'd also like info on where to buy these parts. And any pointers to info that explains the system would also be appreciated. I've read a bit on a 300ZX site, and it talks about a power transistor unit (PTU) that was prone to failure on early year 300ZXs.
What components are used in the Maxima ignition system?
Howdy there. Could someone please post/email me links of photos of your engines? Specifically, I am interested in seeing the coil-on-plug ignition parts and how they fit.
I'm looking for a direct-fire ignition system that I can transplant onto my Mazda V6 engine. If it looks like there will be enough clearance to use them, I'd also like info on where to buy these parts. And any pointers to info that explains the system would also be appreciated. I've read a bit on a 300ZX site, and it talks about a power transistor unit (PTU) that was prone to failure on early year 300ZXs.
What components are used in the Maxima ignition system?
Guest
Posts: n/a
Good point, won't fit...
Originally posted by Jeff92se
Interesting little project. But you have got to be good to convert a coil on plug distributorless ignition to a plug-wire dist system. You need something to trigger the signal to the power transister(some type of crank or cam angle reading system). You would have to splice into the factory harness to retrofit everything(don't ask me how) and you would have to find coil packs that fit exactly into the plug-hole and find some way to secure it.
There are better and more cost effective ways of getting better ignition. ie.. msd and jacobs should have coils,amps and wired for your application.
If you are na and have only bolt ons, forget it. This ain't gonna be worth the effort. If you got turbo and nos that's turned past the factory kits, you are going to need some serious add ons. ie... stand alone engine management systems(ie.. Electromotive, SDI etc.....)
If you understand the above, you know where I'm coming from. If you don't understand the above, I wouldn't even consider touching your stock ignition system.
Interesting little project. But you have got to be good to convert a coil on plug distributorless ignition to a plug-wire dist system. You need something to trigger the signal to the power transister(some type of crank or cam angle reading system). You would have to splice into the factory harness to retrofit everything(don't ask me how) and you would have to find coil packs that fit exactly into the plug-hole and find some way to secure it.
There are better and more cost effective ways of getting better ignition. ie.. msd and jacobs should have coils,amps and wired for your application.
If you are na and have only bolt ons, forget it. This ain't gonna be worth the effort. If you got turbo and nos that's turned past the factory kits, you are going to need some serious add ons. ie... stand alone engine management systems(ie.. Electromotive, SDI etc.....)
If you understand the above, you know where I'm coming from. If you don't understand the above, I wouldn't even consider touching your stock ignition system.
Standalone ECUs will cost too much. In general they won't use the existing CKP/CMP/Knock sensors that I already have, which is wasteful and also an installation hassle. I want to keep the stock ECU and its timing algorithms, just eliminate the inefficiency of my stock distributor cap.
I have the trigger figured out already: installing 6 Hall sensors in the distributor cap and a magnet on the disty rotor. The magnet will trigger the Hall switch for the appropriate cylinder. The Hall switch will close a switch for the corresponding coil. The stock ignition module will still be used to generate the actual spark signal, it will never know that it has 6 coils instead of one. The spark signal will be diverted down the currently selected switch and routed to the corresponding coil. It's such a simple conversion I'm surprised no one has done it before.
You have a good point about the fitment issues. I think I'm going to abandon this approach and check out a GM coil-near-plug setup instead. There's no way I could fit a coil onto the rear cylinder bank, I can barely get my stock plug boots through the tiny access path.
Thanks again for responding.
Re: Good point, won't fit...
Nice post and interesting reading. From what I see, the GM's dist-less ignitions(ala sc'ed V6s) have a oem application of Electromotive's stand along system. At least that is what it looks like to me. If you can find a way to mount each coil, you might be able to run a very short plug wire from the plug to where you mounted each coil.
Good luck w/ the project!
Good luck w/ the project!
Originally posted by hyc GTS
Thanks for the reply. Yes, having a turbo installed at the moment, and looking for more reliability on the ignition front.
Standalone ECUs will cost too much. In general they won't use the existing CKP/CMP/Knock sensors that I already have, which is wasteful and also an installation hassle. I want to keep the stock ECU and its timing algorithms, just eliminate the inefficiency of my stock distributor cap.
I have the trigger figured out already: installing 6 Hall sensors in the distributor cap and a magnet on the disty rotor. The magnet will trigger the Hall switch for the appropriate cylinder. The Hall switch will close a switch for the corresponding coil. The stock ignition module will still be used to generate the actual spark signal, it will never know that it has 6 coils instead of one. The spark signal will be diverted down the currently selected switch and routed to the corresponding coil. It's such a simple conversion I'm surprised no one has done it before.
You have a good point about the fitment issues. I think I'm going to abandon this approach and check out a GM coil-near-plug setup instead. There's no way I could fit a coil onto the rear cylinder bank, I can barely get my stock plug boots through the tiny access path.
Thanks again for responding.
Thanks for the reply. Yes, having a turbo installed at the moment, and looking for more reliability on the ignition front.
Standalone ECUs will cost too much. In general they won't use the existing CKP/CMP/Knock sensors that I already have, which is wasteful and also an installation hassle. I want to keep the stock ECU and its timing algorithms, just eliminate the inefficiency of my stock distributor cap.
I have the trigger figured out already: installing 6 Hall sensors in the distributor cap and a magnet on the disty rotor. The magnet will trigger the Hall switch for the appropriate cylinder. The Hall switch will close a switch for the corresponding coil. The stock ignition module will still be used to generate the actual spark signal, it will never know that it has 6 coils instead of one. The spark signal will be diverted down the currently selected switch and routed to the corresponding coil. It's such a simple conversion I'm surprised no one has done it before.
You have a good point about the fitment issues. I think I'm going to abandon this approach and check out a GM coil-near-plug setup instead. There's no way I could fit a coil onto the rear cylinder bank, I can barely get my stock plug boots through the tiny access path.
Thanks again for responding.
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