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K-series Coilpacks on the C30/C32?

Joined
18 November 2010
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Location
Pasadena, CA
Can anyone definitely say that the coilpacks that come on the K-series are "better" in some way, shape, or form over the ones that came on the NSX?
 
First of all it would require a OBD-II NSX wiring for three point coils,
It's a interesting idea I'd need to dig up some more factual electronic details on the various K and F22C coils.

There I know there are 3 types in S2000's alone and I recall reading a service bulletin from Honda not to interchange late AP2 coils with early AP1 coils.
K-Series has a quite a lot of coil types.
Now there are about 4 interesting OE coils packs that i'd like to see technical details from, although i'm having a hard time finding any technical specifications.

Honestly I think retrofitting Okada Projects coils might be your best bet.
 
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I actually emailed okada on this and they said they have no plans on producing a set for the nsx... What bummer
 
I have already done and tested this about a year and half ago. It works great but there isn't significant gains in horsepower that we were able to see. I've been thinking about offering this to the community but not sure if there is enough interest. I do see benefit if you want to have a "smart" coil, save $ as the coil's are significantly less expensive, cool factor and for high boost situations. There is also one more thing... You will need an engine management or software that controls dwell angle/times etc. to control the k coil properly.
 
There were never really a big gain in horsepower with the coilpacks... My assumption with these were always a cleaner and better spark....
 
This. That's all anyone needs to know to loose their erection.

That's not true... we did this on an obd-1 NSX. We had to build a custom harness adapter to make it work. So you can keep your erection lol

There were never really a big gain in horsepower with the coilpacks... My assumption with these were always a cleaner and better spark....

Correct.... if cleaner and better spark doesn't help produce any measurable gain or improvement it is tough to justify it... unless you want it just to want it then anything is justified lol =)
 
That's not true... we did this on an obd-1 NSX. We had to build a custom harness adapter to make it work. So you can keep your erection lol....

U just elaborated on my point right there. I'll need a Viagra smoothie in a Ninja Blender to recover from the parts and labor to yield.... something like 10 rice HP?
 
The custom harness adapter is the easy part =)
Yes you could easily adapt it, since your not using the test wire.

- - - Updated - - -

"Cleaner spark"? Does the NSX coil not provide enough juice to burn all the fuel or what?
Well a stronger quicker spark does help with timing and allows you to go that bit further once you are mapping a ECU.
In NA applications I don't foresee it being worth while at all unless your trying to brake records.

I'll be patiently waiting for Denso to get there laser ignition system ready that should considerably improve spark and timing, taking it to a new level.
That said it probably be a few years if not more :frown:
 
I don't see this being of any real benefit on a stock NA car unless you have some electrical interference issues where you need to run a cleaner coils.

In a high compression build (i.e. High Compression NA motor or in Forced Inducted applications) a common problem is the spark blowing out due to the higher CR. In my case, i'm only running 7psi and I have to run the copper plugs and run a smaller plug gap. I'd like to run a bigger plug gap which needs a bigger, stronger spark. I will look into this when I upgrade to the HKS F-Con VPro 3.3 standalone. It's too much trouble for little to no gain to upgrade this with a stock ECU imho.
 
I run the Iridium plugs for all of my FI cars/truck in my signature and NEVER had an issue like I did with platinum and copper plugs.

Also, the iridium plugs seem to last forever.....
+1 same here we always use ether platinum or iridium on FI cars.
And we do quite a variety next to NSX's, I generally always use Denso or NGK platinum or Iridium.
From Twin Turbo Porsche's to STI's and twin turbo Maserati's.

Never had any issues running them.
 
This is all interesting.

Will an AEM coilpack fit?

Spitfire used to make them for my 300zx i had. I had a set.

Has anyone considered making a 2 pin to 3 pin adapter for OBD2 coil packs seeing like they are under quarter the price.

Wonder if the specs are the same?

I would love a new set of coil packs but can't justify $100 + each. when i can get a full set of OBD2 for a fraction of the price.

I did buy some non oem coil packs but took them out and went back to oem. They weren't an aftermarket part just an alternative to oem.

I have a HKS DLI 2 install that boosts the spark apparently. Not sure how you would test it.
 
I considered this with my engine/turbo build.

Well, I actually considered switching from the coil-on-plug type to individual coils with a short wire over to the plugs, kinda what Autowave did with Danny's 1000WHP NSX.

But, after reading my copper plugs and looking at time traces of the in-cylinder pressure measurements (on a 500WHP C30), I have no reason to change coils unless my '92 OEMs give out.

Dave
 
I considered this with my engine/turbo build.

Well, I actually considered switching from the coil-on-plug type to individual coils with a short wire over to the plugs, kinda what Autowave did with Danny's 1000WHP NSX.

But, after reading my copper plugs and looking at time traces of the in-cylinder pressure measurements (on a 500WHP C30), I have no reason to change coils unless my '92 OEMs give out.

Dave

Just saw this and have an incredible need to know! Is your in-cylinder pressure measurement inferred, did you use some of those hyper expensive Kistler spark plugs with the integrated pressure transducers or did you have the surgery to install individual sensors in each combustion chamber (which is the king of hairy since some them that are small enough need connections for water cooling).
 
I bought a used engine analyzer setup from TFX (tfxengine.com). I wish I had all six cylinders measured simultaneously, but I only have the single sensor built into a spark plug. It's actually broken for the moment and I need to buy a new sensor... just a low priority while I am revising the custom FI setup.

My first engine rebuild ever was on my C30. It ran great - just needed to be refreshed and reinforced for mild boost. I bought a Series 2 AEM before the rebuild so I could take a base tune from Autowave and learn how to do the fine-tuning myself. Obviously I wanted to do this before the rebuild in case I melted a few pistons.

Anyways, I also designed and fabricated my own custom semi-compounded, semi-sequential turbo system (ala Audi V6 turbo diesel and now the Bugatti Chiron). I wanted to tune that myself, so I had to take it to the next level. Also, while the engine was apart I studied all the C30/C32 head pictures I could find on the internet to look at combustion patterns and explore ways to enhance them. Our combustion chamber is old technology, and I wanted to improve it with some minor welding, shaping, and dimpling in select spots. I also dimpled the piston tops in specific areas, ceramic-coated the combustion chamber and piston tops, and run the closest clearances on my squish pads that I felt comfortable with. I also don't have space for an intercooler, so I use the AEM meth system with measured meth flow rate and failsafe, etc. I wanted to see the detailed effect it had as well to optimize the flowrate.

To ensure all cylinders are consistent simultaneously, I would install a brand new set of copper plugs on the dyno (I indexed about 8 sets of copper plugs when I had my heads removed to place the ground electrode near the intake valves), take it to redline and then immediately kill the engine and coast down. Then read each plug.

Frankly, it's a miracle the engine works with all I've done to it. I'm no expert but have learned a lot the past few years. I would really enjoy going to some advanced (and even basic) EFI training (like efi101.com).

Dave
 
You were lucky to pick up a TFX analyzer used. Even used with only one sensor that probably represents a significant $ investment. I got some pricing some years ago and it was into the $5000 Cdn range which took it out of the 'good to have to play with category'. I can't remember whether that was with a single spark plug sensor or 4 (not looking at application on the NSX).

I was sort of hoping that your dyno facility had retrofitted some of the Delphi ion sense coils for testing to give you an inferred cylinder pressure measurement.
 
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