351C Distributor-Less Ignition

Would be interesting to dyno an engine with just a stock distributor & get a hp/torque printout.

Then switch over to this system to see if there are any hp/torque gains.

Also, if electrical resistance causes heat build-up, What would be the reason/explanation for the "Timing Sensor" to become Soooooooo HOT!!!, as to require gloves, especially considering that HEAT is a early death sentence for electrical parts!...Mark

quote:

Originally posted by Marlin Jack:



Last Saturday was the first run. I describe it as 'Scary-Powerful'.

"Scary-Powerful" spark or did the motor actually feel more powerful ?



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thanks for the info...

would someone have a compariosn for cost of a new distrutor, coil and control module?

It looks like the having the timing sensor "finned" would add looks as well as function.

I noticed the lititure states "centrifirical advance" but nothing about electronic. In the lititure for other installations it blames the "weights" is advance is not correct ?

Does the Pantera's original tach work?

There are many attributes of the system that appear to be beneficial.

Just thinking outloud here...Being that I believe ALL engines have a certain amount of unburnt combustion gasses in the exhaust stroke.

The system igniting a spark on the exhaust stroke "I" would think ( Possibly incorrectly) would ignite some unburnt exhaust gasses & therefore some horsepower.

"If" the newly ignited exhausts gasses are worth 1 horsepower per cylinder, that alone is worth 8 horsepower.

The true test is the before & after dyno horsepower/torque results.

I concur with JFB#05177 in regards to adding fins to the timing sensor for a cooling effect, I was thinking of the same modification...Mark

Any pics?

Is this what they call a "wasted Spark" ignition?

I had a similar setup from Electromotive on my old Porsche race car. It had twin plugs, and two ignition systems, but they were wasted spark like this one and fired a plug on the exhaust stroke.

Wasted spark systems are simpler than a sequential system because the computer doesn't need to know where the cam is at. It only needs to know TDC, so basically when the piston approaches TDC, it sparks. It sparks on the compression stroke and the exhaust stroke. The downside to wasted spark is less dwell time, but most cars don't need that much spark energy anyway.

quote:

Originally posted by Marlin Jack:
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what happen?

Not to hijack Marlin's thread but if someone wanted to build their own distributorless, waste-spark ignition system, Ford's EDIS ignition can be retrofitted to the 351C. You need an EDIS-8 module, crank trigger wheel & pickup (5.0L Mustang unit works), coils (2 4-terminal coil packs, 4 2-terminal coil packs or 8 individual coils), Megajolt Lite Jr. ign. controller and Price Motorsports 351C oil plug. The specifics of the installation have been discussed in the P.I. forums a few times.

Our moderator George wrote an article on this subject for the POCA Newsletter last year, with photos of several running systems on 351-Cs. No dyno tests; I assume that's because the old adage still holds true- 'There are no horsepower gains in an ignition system but there are certainly ways to LOSE power with a misadjusted system!'

I have a Electromotive HPV 3 that is modyfied and adjustable through the EFI system that are of another brand. This is totaly 3D ignition. Another benefitt is that there is more room without the distributor when you are running individual EFI ore Webers
SF