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Thread: 351W & Coil On Plug Ignition

  1. #1
    Join Date
    Jul 2015
    Location
    Decorah, Iowa
    Posts
    34

    Default 351W & Coil On Plug Ignition

    I currently run a Holley HP EFI system with a FAST Dual Sync Distributor, FireCore50 wires and an MSD ignition box. I would like to convert over to Coil On Plug this off season. I'm planning on doing it with these parts:
    http://www.pricemotorsport.com/html/...chronizer.html
    http://www.summitracing.com/parts/msd-8640
    http://www.summitracing.com/parts/hly-556-112
    http://www.summitracing.com/parts/hly-558-312
    http://www.summitracing.com/parts/hly-558-307

    Is there anything I'm missing, or anything listed here that I do not need?
    I will fabricate my own mounting brackets. Does anyone make plug wires for this setup?

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,701

    Default

    Quote Originally Posted by mighty mouse View Post
    Is there anything I'm missing, or anything listed here that I do not need?
    Yes, those are the main components.
    https://www.holley.com/products/fuel...nd_components/ (CNP Ignition Components)

    I will fabricate my own mounting brackets. Does anyone make plug wires for this setup?
    FireCore50 can make your spark plug wires. Probably use your current wire set (if they reuse their own wires).
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  3. #3

    Default

    I like my Holley crank sensor & custom 36-1 wheel from these guys:
    http://holleyefi.biz/SBF-CRANK-TRIGG...-RED-36FCT.htm

  4. #4
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,701

    Default

    Quote Originally Posted by kbscobravert View Post
    I like my Holley crank sensor & custom 36-1 wheel from these guys:
    http://holleyefi.biz/SBF-CRANK-TRIGG...-RED-36FCT.htm
    I like it too, it looks high quality.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  5. #5

    Default

    Is there any performance difference between the MSD Flying Magnet trigger, and the trigger wheel supplied in the 556-101 kit? And is there any benefit to using the eight smart coils (556-112), opposed to using four dual tower coils (556-104) also supplied in kit (556-101)?

  6. #6
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,701

    Default

    Quote Originally Posted by BobSki View Post
    Is there any performance difference between the MSD Flying Magnet trigger, and the trigger wheel supplied in the 556-101 kit?
    A missing teeth type crank trigger (12-1, 24-1, 36-1, 60-2) has more resolution and better timing accuracy than a 4x
    type, but it's not necessary for most users. Either type of crank trigger (4x or missing teeth type) should work fine.
    Numerically high count trigger wheels (such as 60-2) usually don't work well on high revving RPM engines.

    Also, it should also be noted that if your engine's horsepower/torque is high enough to "flex" the crankshaft,
    then the 60-2 crank trigger can not be used (due to the sensor's tight air gap being altered out of range).
    If the engine can flex the crankshaft or spins super high RPM, the 4x crank trigger should be used (with Holley's 554-118 Hall-Effect crank sensor).

    And is there any benefit to using the eight smart coils (556-112), opposed to using four dual tower coils (556-104) also supplied in kit (556-101)?
    Yes, CNP has greater ignition power, but it's not necessary for most applications. Also, CNP is
    "neater", in terms of spark plug wire routing. I use Holley's waste-spark DIS System, and I love it.
    http://forums.holley.com/showthread....4376#post64376 (Related Forum Thread)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  7. #7

    Default

    I use CNP and used all Holley parts for uniformity. 60-2 wheel and a cam sensor, which for me is a Vortec distributor. Car runs great and looks amazing.

    Click image for larger version. 

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  8. #8
    Join Date
    Mar 2013
    Location
    Lafayette, La
    Posts
    15

    Default

    I used the Price Motorsport cam sync unit on my 460, and it seems to work good so far. (I have only ran it a bunch of times on my test stand.)Try and get a complete kit on the crank trigger, and make sure it is designed for the diameter of your balancer. I used the Holley trigger wheel, but had to modify my MSD bracket due to the larger OD of the trigger wheel. Not a big deal, but it wasn't as "bolt on" as I had hoped. Are you planning on mounting the coils on the valve covers? I made a bracket and mounted them above my valve covers, but it shakes pretty good when the engine is running. In my case, this was a temporary deal till I get the engine in the car then I hope to mount them on the firewall or out of the way somewhere. If you want them on the valve cover, I would have studs welded to the cover for a secure mount. Anyway, I just figured I would share my experiences & problems I ran into so far, with a similar setup, so you can get it right the first time.






  9. #9

    Default

    Why not just use the dual sync distributor to drive the CNP setup? I currently have an Innovators West Flying magnet balancer on my SBF. I want to convert to CNP from my TFI setup. It just seems easier to use a dual sync distributor with a plate. I also read that Hall-Effect is better than inductive pickup.

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