Does anyone have stats on the HID/CID high intensity capacitive discharge systems; like the HKS twin power ignition amplifier sold by Stillen? I am sure that a hotter spark insures complete fuel burns, but can a hotter and faster spark actually increase power? Also, will it interfere in any way with the existing system or computer?
Sorry if this question has been asked and answered 10x already, but nothing comprehensive enough came up when I searched the site.
High Intensity Discharge electronics
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Q45tech
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- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
Why the factory went to individual coil on plugs: they were able to double the amount [Joules - watt seconds] available to each plug..............the old fashion cap discharge system tried to do this with 1 coil by raising the 12 volt input to 100-200 volts. [causing oem coils to fail quickly] needed special coil.
At 6,000 rpm you have a plug firing every 16 milliseconds that is not enough time for a single coil to build up enough charge to ignite a fouled plug..............but coil on plug get to rest and build up for 3,5,7 times longer............coil on plug system should be able to function at 18,000 rpm or greater with more juice than a single coil at 6,000 rpm.
Spark scatter [the firing point moves around with old fasioned points and even the more modern optic wheel in distributers].......thats why Nissan went to the CAS which has 360 slots per rpm.......they are able to define the exact correct point within 1.00000 degree vs old fashioned +- 3-5 degree error.......this resulted in an immediate 2-4% gain in power since all the [V8 plugs fired EXACTLY at 90 degrees apart].
It is very important that the peak BMEP be developed at 16-17 ATDC as this is the optimum point for the force to extert doward pressure on the piston [rod angularity]. Having one piston push at 14, another at 15, another at 15 another at 17 some at 16 leaves power on the table.
The oem coil on plug has 4-6 times more spark than you will ever need.........thats how they get plugs to last 100k now.....they will fire with the electrodes burned off [usually] at least at low rpms.
Toyota [as did GM] tried to save money with 3 coils firing 6 cylinders [half a loaf] caused more problems than it solved.... with 3 long plug wires.
Factory NGK plugs [platnium is good enough].
At 6,000 rpm you have a plug firing every 16 milliseconds that is not enough time for a single coil to build up enough charge to ignite a fouled plug..............but coil on plug get to rest and build up for 3,5,7 times longer............coil on plug system should be able to function at 18,000 rpm or greater with more juice than a single coil at 6,000 rpm.
Spark scatter [the firing point moves around with old fasioned points and even the more modern optic wheel in distributers].......thats why Nissan went to the CAS which has 360 slots per rpm.......they are able to define the exact correct point within 1.00000 degree vs old fashioned +- 3-5 degree error.......this resulted in an immediate 2-4% gain in power since all the [V8 plugs fired EXACTLY at 90 degrees apart].
It is very important that the peak BMEP be developed at 16-17 ATDC as this is the optimum point for the force to extert doward pressure on the piston [rod angularity]. Having one piston push at 14, another at 15, another at 15 another at 17 some at 16 leaves power on the table.
The oem coil on plug has 4-6 times more spark than you will ever need.........thats how they get plugs to last 100k now.....they will fire with the electrodes burned off [usually] at least at low rpms.
Toyota [as did GM] tried to save money with 3 coils firing 6 cylinders [half a loaf] caused more problems than it solved.... with 3 long plug wires.
Factory NGK plugs [platnium is good enough].
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Q45tech
- Moderator
- Posts: 14296
- Joined: Tue Apr 30, 2002 3:19 am
- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
The problem is that most CAS are actually cam angle sensors driven thus they read the exhaust cam after the drive chain [which runs at half the rpm of the crank] and any chain stretch makes them read late. So a 3 degree stretch means that while you can adjust the CAS to read right with the crank [that's where the timing marks are [as the trigger is off of #1 plug] the whole intake AIR system gets progressively retarded [valves open later and close later] [which on Nissan designs tends to raise the point [rpm] of HP peak at the expense of low end torque.............the fuel is injected within the broad intake window [248 degrees] and has adequate margins on each side......valve opens then, wait, then injector starts, injection stops, wait, then valve closes [17% margin on each side of curve].
The optimum ignition is not affected though the optimum mixture may not be present [at low rpms] after you readjust the CAS for chain stretch!Genenerally the chains don't stretch 3 degrees even after 250,000 miles of use as the forces transmitted through chains are small [smaller than US V8 which use twice/thrice as stiff valve springs and high friction pusrods and lifters, heavy valves, etc].
THE VVT covers up much as the idle position [20 degrees retard on intake] is designed for very very very smooth idle.
The optimum ignition is not affected though the optimum mixture may not be present [at low rpms] after you readjust the CAS for chain stretch!Genenerally the chains don't stretch 3 degrees even after 250,000 miles of use as the forces transmitted through chains are small [smaller than US V8 which use twice/thrice as stiff valve springs and high friction pusrods and lifters, heavy valves, etc].
THE VVT covers up much as the idle position [20 degrees retard on intake] is designed for very very very smooth idle.