http://www.aempower.com/product_ems.asp

"AEM's digital Multi-Channel C2DI is the lightest, smallest and most cost effective ignition module on the market. These units are available in four- and eight-channel configurations and are ideal for applications that utilize aftermarket stand-alone engine management systems."

"AEM's digital Multi-Channel C2DI is the only capacitive discharge ignition systems available with dual capacitors. This enables the AEM C2DI to produce more spark energy and spark voltage per spark than any other available CDI unit. AEM's exclusive Twin Cap technology stores the energy for two distinct spark events and allows for full spark energy for each individual sparkplug, even on high-rpm distributed Mustangs. "

Question: Can I put a multi-channel CDI on to my production car? Answer:If your car originally came with multiple coils then you can install a multi-channel CDI with minimal modifications. The only exceptions are cars where the OEM coils have the igniter built in. On these, the coils will have to be replaced as well.

Me thinks me gonna call these guys tomorrow and if it will work

Any thoughts ??

I'm unclear on the potential benefit. I've never heard of a Q engine with any ignition problem that involved too weak a spark if the system is in good repair.

CDI adds low end torque, something generally lacking with our babies.

Worked great on many SBC I had the pleasure of working on (Pontiac V8 too).

Hate to blow $600 and find out it won't help, therefore the inquiry here and at AEM tomorrow.

squeefoo wrote:CDI adds low end torque....

May I ask how?

squeefoo wrote:Worked great on many SBC I had the pleasure of working on (Pontiac V8 too).

Cast iron, pushrod OHV is not in any way similar to VH45DE except for number of cylinders, connecting rods, crankshaft.
Modified by maxnix at 6:57 AM 6/27/2005

Say what.........low end torque is a pure function of air flow speed into cylinder [poor filling due to too large intake valves] which reduce velocity and allow reversion [air/fuel] back out into intake as the piston moves up the bore and valves are still open...........necessary for high rpm power.

The Q ecu even has variable dwell [vs rpm] to optimize the coil charging time to create an unsurpassed spark.

Watch out for marketing LIES.

There is NO way to increase bottom end torque [other than a tuned for bottom supercharger, light nitrous {a so called 25 HP shot yields 85 lb/ft @ 1500 rpm}, or a cam /valve size change [decrease], or better gasoline than avaiable thus increased advance.

Things that say they increase air flow [by removing restrictions] THUS decrease filling speed make low end torque WORSE [K&N, headers, other non oem non tuned components.

The factory has done all it can to optimize torque at 1500-2200 rpm to minimize downshifting with AC on at highway speeds and to increase fuel efficiency for the EPA 55 mph highway test numbers......these things go hand in hand with torque production.

A 4.5 liter [32v-274 ci] engine is just too small for a 4300 pound loaded car......only 5-6 speed trannies can overcome the disadvantages of such a small engine trying to function with vehicle weight.

Anyway with at least 200 rear lb/ft [stock] at launch, one would need another 20 lb/ft to feel a slight improvement or to measure the improvement with a stop watch.........a 3.538 vs 4.083 diff yields ~~30 lb/ft [14.5%]...............corrected for increased frictional losses probably more like a real 25 lb/ft so it is just feelable and measurable.

maxnix wrote:May I ask how?

I bet if you looked it up -you would find out.

Many people look things up that they don't understand, yours is an old polemic ploy.

It appears that no one can address this specifically..........

I think Dennis just did. Not reading is a great ploy also.