hey its me bugin everyone again, i was woundering if i could get individual coils for my 97 2.4 ld9. and what it would look like and where i could get them.

whitey

I think most guys swap to neon or 2.2 coils, never heard of anyone running individual, not sure if there would be a differance compared to neon or 2.2 coils....


2000 Cavalier Z24 5spd - Intake, Dynomax muffler, Hawk Pads, Powerslot rotors, Sportlines/Koni reds, Neon Coil, MSD 8.5 Wires
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MSD part numbers 8224 and 8870.


2004 Cavalier Sedan

Actually it has been done once, but no info on how.



FU Tuning

If you mean like is done on the LSx-series engines, it's funny you should mention this... I just recently read an article about a kit made that allowed use of the newer management or just the ignition found on the LSx engines on older-generation small-block Chevy V-8s. This lit a fire in my mind, burning the question "What if such a system of ignition were adapted to the LN2?". Well since the S-trucks use the same design PCM as the LSx Corvettes, this seems plausible... It's just a matter of working-out the hard-parts (trigger-wheel comes to mind) and getting the programming right. What you think, folks?


Go beyond the "bolt-on".

It would require a true cam signal, for which the LD9 has. If the ln2 has a cam position sensor, then it's possible.




I have no signiture

What would be so hard about it? Couldnt you just wire it basically like you would for the 2.2 coil conversion and just use individual coil plates? I dont see how it couldnt be done or why you would have to change anything other than how its wired.

brodycog wrote:What would be so hard about it? Couldnt you just wire it basically like you would for the 2.2 coil conversion and just use individual coil plates? I dont see how it couldnt be done or why you would have to change anything other than how its wired.

Yeah, dont you have to pair 2 wires together for each coil with the 2.2 coil swap anyways?

Either way, why do you want this? Its not going to make you any more power unless you are making so much boost that it is blowing out your spark with the plugs already gapped down to .024


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Quote:


Yeah, dont you have to pair 2 wires together for each coil with the 2.2 coil swap anyways?

No. When doing the 2200 coil swap to a LD9 it is just a matter of matching up the colors on the pigtails.

The only reason I ever considered it was because it looks cleaner than a 2200 coil swap. At least to me it does.



FU Tuning

I like my idi cover. I really wish they made an after market coil like an accel coil that fit in our towers.

Leafy (Club Jeffie FEA man) wrote:

brodycog wrote:What would be so hard about it? Couldnt you just wire it basically like you would for the 2.2 coil conversion and just use individual coil plates? I dont see how it couldnt be done or why you would have to change anything other than how its wired.

Yeah, dont you have to pair 2 wires together for each coil with the 2.2 coil swap anyways?

Either way, why do you want this? Its not going to make you any more power unless you are making so much boost that it is blowing out your spark with the plugs already gapped down to .024

The problem is this: The LN2's "Twin-Tower" system has a load-sensing current-limiting circuit built into the ignition-module. If it senses more than 1-amp flowing through the coil+ circuit, it introduces resistance into it, so as to keep it from overloading & causing damage. This is where the argument of whether-or-not using MSD replacement-style performance coils makes a difference or not in the resulting spark energy.

Oh the other hand: I do recall seeing a crafty LN2 builder wire a pair of Accel e-frame coils in parallel while connected to the IM coil-feed circuits... But he also had a pair of MSD-6 boxes--one to each pair of coils--in-between the coils & the "feed" terminals of the IM. If anyone reading this knows what I'm talking about & has a link to the page it's displayed on, post it up!

As for what gains may be had by individual coils, it's simply this: Inductive-spark is better than capacitive-spark.

Capacitive may be high-energy, but it's "build & collapse" of the coil charging-field (Dwell) is very short in duration & doesn't have as good of chance of achieving the "light-off" burn that Inductive does... Hence the need for multiple sparks being made to achieve a proper burn.

Inductive-spark has longer dwell on-average--which charges the coil longer--resulting in a spark with a long "burning" duration that has a better chance of resulting in a more complete burn of the A/F-mix upon "light-off". This is why many of the current automotive manufacturers have gone with individual-coil ignition-systems: The more dwell that can be achieved, the longer duration of spark that results.

Trying to achieve what's now considered "ideal" dwell on single coil... or even "shared" coil systems (LN2 & "Twin-Cam")... has been impossible, until the advent of the individual-coil systems. The end result: More spark-energy that's accurately delivered as directly as possible--Better via a 2"-long wire than one of several inches... or through a rotor & multi-point cap--and tailor-made to each cylinder's situation at the moment, without any of it wasted. Why? For better mileage & cleanliness while achieving better power production, dummy! That's what the automotive manufacturers have been trying to achieve (by laws & mandates) for the past 35-years or so! It only makes sense that we vehicle-building enthusiasts try to make use of it to do the same... If not for all the same reasons.


Go beyond the "bolt-on".

brodycog wrote:I like my idi cover. I really wish they made an after market coil like an accel coil that fit in our towers.

I also like the look of the IDI cover as well.



FU Tuning