5th gen "coil on plug" setup project

It works. Yes, but we're wanting to run some electrical test to make sure no harm is being done to the ECM or any electrical device.

Going to call around town and see if any one has a oscilloscope to do some test. Going out of town this weekend so I have the stock coils hooked back up.

 

Sounds good, how did it feel when you hit 11,000 rpm's? I never pushed my bike that hard. Did she spin easier? I was wondering is the COP's will help or hinder the heat transfer effect that the plugs provide? I would be curious to find out how this mod will effect over all water temperatures. I hope everything works out with the O-scope testing.

 

I think the guys on VFRD are being over cautious. Any coil only has two functions;-
1. Low tension supply, connected to the mains normally, no restriction other than wire diameter & supply voltage & its load resistance.
2. A Trigger to dump the LT voltage, which collapses the field & invokes the HT side induction to create the spark.

Thus voltage/ampage is provided from the Main harness NOT the ECU. The ECU only controls the switch that stops the voltage to the LT side & thus initiates the spark.

The 5th Gen wiring diagram shows that all 4 plugs use a common supply rail from the ECU. If you are worried about the load requirements, then tap into the Black & White lead with an AMP meter on one coil, the total draw will be this x4. Then do the same with your new C-n-S units to compare the draw.

I'm fairly certain that any bogging you experienced is NOT the C-n-S fault, more likely the fuelling. I recall you are using 6th Gen Throttles on 5th gen & were trying to set the starter valves. Did you remember that the 6th Gen uses cylinder 4 as the reference vacuum ?

Are you using a 6th Gen ECU ? assuming that the 2nd injector per throttle is seperately controlled. If its NOT seperately controlled have you checked if the fuel rail pressure is the same on 5th & 6th Gens ?

Likewise if using 6th Gen ECU, its injector controll signal may be different at lower RPM, due to only 2 valves per cylinder being in use before the VTEC kicks in ! This would be hard to correct as Powercommanders etc don't work well at low RPM due to poor exhaust gas flow. But it would be worth checking the ECU injector duty cycles for both 5th & 6th Gen.

Just a few ideas. I want to do this C-n-S conversion to mine, so watching with interest.

 

6th gens only have 4 injectors. The 6th gen t-body is pretty much the same. Only physical differences and injector types.

 

Sorry brain fade, yes its a multi hole shower head injector on 6th gen, not a second injector.

 

Sorry to bump an old thread, but Im doing this on my 5th gen, except Im using the 6th gen coils. The wiring diagram for the 6th gen shows that third wire going to a common ground, so I dont see how that could be used as a trigger. I just tried to fire my trike up, and I dont have spark.

Got good power, good fuel, in time, everything else turns on, but no spark. Got power at the hot wire to the coil, but no trigger. Im gonna check the IPG and see if thats sending anything to the ECM. If not, then sweet, but if it is, then I believe its an ECM problem. Sucks too, because it ran when I took it apart. I'll letcha know when I get it running, and how the 6th gen coils work on a 5th gen everything else.

 

Found the problem. 6th gen coils need a triggering signal, not a switching signal, which is all the 5th gen ECM puts out. Guess I'll be using the stockers for now, and be looking for two wire COPs.

 

Yea. I wouldn't even mess with 6th gen COP's.

 

If you find a way to make them work, lemme know.

 

No reason to use them when almost all modern motorcycles use the 2 prong Denso COP's.

 

Hey massive bump but what size are the spade connectors for the ignition wires?