Syvecs Forums

The stock coils of my Toyota 2JZ-GTE are worn out, i suggest.
Even with new plugs gapped to 0,6 mm and installed there's no way to run more than 1.8 bar of boost. If i exceed 1.8, misfire immediately will occur.

Over the winter i plan to go for other coils. So i'm looking for powerful as well as durable coil on plug types.
There are lots of posts about the Delphi GN10119 found in several forums, the so called LQ9 coils. But heat problems having installed them deep in the cylinder head unfortunately had also been reported.
NGK U5014 COP coils (used in Audi R8 V10 for ex.) are mentioned as well in several froum platforms as to be good for high boosted applications. Their disadvantage is the long shape that makes them jut out over the spark plug cover's dimension.

Does anyone here have had experiences with the mentioned coil types - or can advice any recommendation for a COP type with integrated ignition driver good for 2,5 bar of boost in combination with standard or iridium plugs ?
Any bit of advice will be welcome.

Cheers Jürgen

Hi Jurgen

The "LQ9" coil you refer to is commonly found on LS engines, but it is a CNP, as opposed to COP....ie coil near plug, using a short HT lead ( or long if you remote mount )
One big issue with the 585 with the heat sink, is if you try and dwell them much over 4500us, they can fire prematurely to protect the coil....which doesnt do the engine any favours. I dont believe they are any more powerful than say a D514 or D510 coil anyway

Pantera EFI make a slightly hotter version than the regular D585 coil.

http://www.panteraefi.com/Coils.html

And Pantera EFI are also responsible for the IGN-1A below ( sometimes also referred to as a Mercury Marine coil, but apparently the Pantera version is more powerful again and the likes of DIYAutotune etc apparently sell the hotter version )

As far as I am aware, these are about the hottest coils you will buy, but again remote mount. RV3 uses them for example.

http://www.diyautotune.com/catalog/ign1 ... p-394.html

They've been around for some time, but not the likes of AEM, 034, Holley etc etc are all re-selling these as their own.

https://store.034motorsport.com/034-hig ... river.html

http://www.aemelectronics.com/?q=produc ... ance-coils

https://www.holley.com/products/fuel_sy ... ts/556-112

Get a M&W cdi (M&W PRO-16 @ 3.00min mark in video below), end of all misfire problems.
Will work with stock 2JZ coils too.

Video here, you can even see the CDI box, look carefully > https://www.youtube.com/watch?v=Fyo98Ao9nTo
There is allot of stupid shit in the video, but remember this is Australia and most are not very smart here but it answers your coil question!@ try to ignor the rest

Like I said many times on lots of forums, with a proper CDI system you tune the engine, it does not tune you.

Thanks mates !!
Very interesting answers.

But - the CDI driver box in combination with stock coils excepted - no COP solutions there (AEM only with a CDI Driver needed too).

Must see how to go on. CNP is not te preferred solution to go for. I'd hate to cut my Whifbitz carbon spark plug cover

Inductive based ignitions mostly wont work, especially on 2 strokes cause there just is not enough time to build up the required energy at higher rpm ranges especially. 4 strokes its a bit nicer, but still there is very good technical explanation given by Wayne at M&W as to why CDI is superior in high chamber pressure environments, one works on paper/internet and the other is superior in reality

Engines with lower capability ignition systems typically exhibit an increased drop in power with excess fuel ratios required to ward off detonation, thus most people end up having the engine 'tune them' rather than the other way around to work around lower power anxiety, invariably they end up setting a not so safe excess fuel ratio and rejoice at the liberated power only then to quickly be miserable at a 'mysteriously detonated' engine once its operated at extended high load or in adverse conditions. Most of us are not caring one bees dick about maximum power fuel usage given you use the car less than 2% of its life at full power so it is always advantageous to run it with as much fuel as it will take before a rich misfire up to 50% excess fuel and a good CDI system (M&W are great) will allow this, and the power will not suffer much if at all v's running at the lower level of fuel that an inductive coil system needs just to work albeit with a reduced spark gap, and holding your breath while dancing river dance on one leg half naked holding a bible one one hand and your ball bag in the other...............

Hey Jurgen,

I went with SuperSpark direct replacements on my 2JZ-GTE.

They were cheaper than OE units and with a Syvecs do not require any other ignition mods (CDi, DLI et).

I had a flame out problem on a highly boosted mazda B6T engine. After about four different ignition configurations, the best solution by far was a 4 channel CDI with COP pencil coils. AEM don't seem to list them but they used to make a 4 channel called a 'twin fire'. Great unit but the older ones had some issues. Previous to this system plug gaps as low as 0.4mm would flame out. Using denso iridium plugs the gap went to 1mm with no problems.

RICE RACING wrote:Get a M&W cdi (M&W PRO-16 @ 3.00min mark in video below), end of all misfire problems.
Will work with stock 2JZ coils too.

Video here, you can even see the CDI box, look carefully > https://www.youtube.com/watch?v=Fyo98Ao9nTo
There is allot of stupid shit in the video, but remember this is Australia and most are not very smart here but it answers your coil question!@ try to ignor the rest

Like I said many times on lots of forums, with a proper CDI system you tune the engine, it does not tune you.

LOL!! thats where i work now... vidoe is pretty old! has a sport 2000, and a ssr driving the secondary 5500cc injectors
fyi plug gap is 16 thou....:O
drag racers......