Boras

For those of you that use electromotive igntions in your motors.

1. How reliable are they, ever needed service?
2. How well do they work? I have heard stories of plug-fouling and coil packs going bad, but only internet hearsay.
3. For twin plug, any thoughts on better systems? Worse systems?

Thanks

Boras

Boras

Howard

I have been running the Electromotive HPX for the last 10 months and have not had any problems whatsoever, and I race at 6,000-7000 rpm's. No fouled plugs, no failure of any kind, unlike my previous OEM distributor. Setting the timing and advance is very easy. In my opinion upgrading to the HPX was the best upgrade I've made, no moving parts to wear out, and you get rid of the CD box, distributor, and coil.

good luck !

Alan C.

Not exactly what you ae looking for but I used a Tec3 this year with no coil pac problems whatsoever.

Alan

fusionsport

used lotsof electromotive units

1)very reliable, only ever needed new crank sensors..always carry a spare
2)never had an issue with any of that..once the curve was set it solidly outperformed any distributor ignition, coil pack failure is not especially common.
3) the electromotive is the easiest ignition-only system to install and the most reliable. That said- the tec 1,2, and 3 engine management systems are my absolute last choice in an aftermarket engine management..tho the tec 3 is finally much much better. In order I would choose Motec, DTA, Weber-Marelli, Alpha and then maybe electromotive. If cost is an issue then look into the DTA system it is Motec performance at electromotive pricing. email me for specifics.

Huntley Racing

I will second that on the TEC1,2 (dont know about TEC 3 yet) I have seen lots of reliability issues on track cars. We came out with an ignition only set-up working with Richard at PMO. He sort of layed out the parameters and we went to work. What we ended up with is the following:

The HR-IGN-MAP is a fully mappable ignition system that is configured to run up to eight coils sequentially for multicoil operation. The HR-IGN-MAP employs dual knock sensors for optimal advance with up to 6 degrees auto retard on closed loop.

Expandability - Original system can be reconfigured to higher specification at a later date.

Simple Installation - As few as five wires to connect on distributor applications.

Easy Access Ignition Maps - Engines start and run on default settings, factory engines tuned in as little as 20 minutes.

Soft RPM Limits - Limits 200 rpm early to ensure smooth rev limiting.

MAP and TPS - Run MAP or TPS for low vacuum applications.

Configurable - Factory distributors and crank angle sensor can usually be used without alteration.

Multicoil Driving - Either distributor or up to eight coils.

Tachometer Drive - Produces tach signal for factory or after-market tachometer.

Dual Closed Loop Knock Control - Automatically tunes the advance curve and monitors engine “noise” (one or two knock sensors).

This system can run one coil for stock single plug cars (two for twin plug) using a stock distributer like on a CIS car going to carbs or a 3.2 ltr Carrera. Even a 3.6ltr can convert to carbs and use the original distributer. Or you can go distributorless and trigger off the crank/flywheel/cam and go with full size race coils per cylander. Systems start at $600

Boras

Derek,

This is a very interesting system.

I've heard here and there that knock sensors don't work so well on the air-cooled motors because of noise... THat being said, if you installed knock sensors, will the system alert or record the fact that it retarded ignition because of knock? (Otherwise a problem sensor might be impossible to diagnose!)

Can you explain what MAP and TPS are?

Can the distributor triggered operation run off of individual coils (ala Electromotive) or is that limited to a single or dual coil setup?

Huntley Racing

I have seen no issues with the knock sensors with the 911. When knock is detected the system can output to a large light and such for a visual alert but regardless the system will retard timing and so long as you remember to not shut the car off you can go in and see where is has adjusted the timing if applicable. If you find that the car is constantly pulling timing out then you either need to lower the sensitivity or lower your timing numbers to a more conservative level. Conversly it may be adding timing which would be the opposite of course.

Alan C.

I've found the Tec3 to be fairly easy to use. I did my first program via a cell phone with Chris White. A couple of hours and 370 rhwp. I was thinking of the old beer commercial, 'doesn't get any better than this.' <img src="graemlins/drink.gif" border="0" alt="[cherrsagai]" />

BTW, the startup program from Chris worked the first time with no problems.

A friend put one on his car and we took it to the dyno for tuning. 2 hours later he loaded a reliable 380 rwhp onto his trailer. That included showing him how to make program changes.

Since then we have changed the intake and intercooler. Both times the program updates were a piece of cake. He's now at 400 rwhp <img src="graemlins/burnout.gif" border="0" alt="[burnout]" />

Alan