There's a built-in rubber seal just below the connector part of the assembly. Nice tight fit, but easily servicable.
I came across the thread and am fascinated by the C.O.P. conversion. Brilliant! Is there any update from all you guys on the install on the 308QV? Apart from the Honda CBR954 units, what type ignition box and triggers are needed for the 308QV install? Thanks for sharing the information. This is great.
Jeff, I would like to perform the COP conversion on my F40. What do you recommend? Are any of these COP'S CDI compatible? Seems that I have heard that these coils are not and have a short life when used in this application. Keep up the good work!
My 308 conversion is on hold while I do a '66 Mustang Fastback resto-mod... just needed something rude and crude as an antithesis of my 355. I plan to use a Dis-4 on the 308 to excite the COPS (same setup as on my 355) but will be using a Motec M800 to control the fuel and spark curves. Need to fab a crank and can sensor so the ECU can determine what the lump is doing. The crank trigger I'll be using is actually a part sold by Kermit (Durable-1) for an Electromotive TEC set up, the Motec is versitile enough to read any sensor thrown at it. I don't have to re-invent the wheel in this case. Fabbing a cam position sensor will be a pice o cake. I'll be getting back to this sometime next spring. Further on life expectency of the COPS........been 9 months and no problems. These are cheap and plentiful in surplus (eBay). I have seen these same COPS used in the Nissan GTP prototypes running the Mitty at Road Atlanta. If they can handle that, and the same or similar conditions in a high performance motorcyle's environment, they should work well in an F40 also...can't see why not... JD
I had reposted the pics awhile back cuz the original posts pics didn't stay in archive long either. I've since archived thes pics on my computer and will take a bit of effort to get them back on the forum. Probably will have to repost again 9 months from now when they go bye bye again! Rob.......how long do pics tay with the posts???? JD
Curious Jeff, Is the NGK CR7EIX a direct replacement for the stock PMR7A plug? You mention that you switched for the 4mm thread? Could you explain? If I could switch to Iridiums, they appear to be a superior product over the platinum PMR7A plug the 355 and F50 originally came with.
The COPs require the plug to have the small threaded contact. The standard recommended plug can not be inserted. The standard plugs contact is not removeable. The cross referenced Iridiums do have the removable contacts which let them be used in either the stock coil / plug wire configuration or with the COP's JD
Doesn't the QV already have crank sensors? I've been doing a "thought experiment" on this for the 328, using the stock crank sensors, and a modified set of distro caps/rotors (with mag or optical sensors) to act as cam position sensors (dual distros on the 328). I like the packaging on the M880, but it doesn't appear to be user programmable at the code level. So I've been browsing the instrumentation computer pages, off and on, for a telemetry box that could fit the bill. (One of my "must have" features would be self diagnostics -- something that "for racing, not street" aftermarket computers don't include.)
Thanks Jeff, But I guess my question is are they truly equivalent, in all other respects? Heat range, depth, etc.?
This is fantastic! How high can one set the rev limiter in the DIS4? Is 8500 the max? (I thought the cutout on the 5.2 is 8750?) Also, did you use any of the timing retard function of the DIS4 or does it have a 'clean through' mode?
Jeff, Can I ask you please, while using the MOTEC, do you know of anyone who supplies the Fuel Rails, TPS, O2 sensors, and wiring harness etc. This is a great conversion as our '80s 308 are beginning to fail with their Magnetti Marelli and K-Jet components. Are you familiar with the AUTRONIC fuel management system instead of the MOTEC? Any help you can give is greatly appreciated. ctk
some where in the 12K range. didn't touch the retard functions, didn't have to. Settings are optional JD
there are many sources for the bits and pieces. Electomotive sells all the needed bits. Motec as well, but the premium that Motec puts on the same bits is like the premium Ferrari puts on Marelli bits originally designed for Fiats. Anothe good source is Kinsler Fuel injection. jd
I just used NGK's cross application cross reference charts. Doing a plug check after some spirited driving indicated that the heat rages were good. Also did a check after some "city" driving and all looked wel also. jd
Hi Jeff On your 355 setup , How do you get the signal to the right set of plugs ? I see there are to negitives and one positive for each bank , If you get the wrong negitive to the wrong set of cops wont he engine missfire ? How did you sort out the signals ? Bill .
go back a couple of pages and look at the diagram I sketched. Also note the post on the "lost / wasted spark"... that all should explain what goes where and how it gets there. JD
Jeff I am in the middle of getting all the parts to do this on my 348 with the Motronic 2.7. I have everything here expect the wiring harness for the COP's. Did you use the one from the CBR 954 or did you do something different? Also curious where you got the Bosch connectors before I go cutting aparts some of my spares here. Any help is greatly appreciated from either you or Rick.
Any thoughts on how to do this to a NON-dis equiped car? (ie one with a distributor cap?) I'm thinking replace the cap with hall effect sensors, and replace the rotor with a rare earth magnet. Use a bit of analog logic gates to tie the combination condition of 'coil fires' and "cyl 1 in range to take a spark" to close the input onto a DIS-4 unit. My 750 has the same problem, namely that plug wires are a maintinence item, wear out quick due to engine bay heat, yet cost $1grand!
I tried to use my DIS4 with my distributors but the rev limiter wouldn't let the engine rev . . . you can't bypass the rev limiter on the DIS 4 and when you've got it hooked up to a distributor it thinkgs the engine is going 2 to 4X faster than it is (depending if it's dual dizzies or single). Sean
That's one of the reasons I'm not fabbing this up for others... the harness is very labor intensive. I used the connectors from a couple of salvaged motor cylcle harnesses. I de-constructed the conector and contacs (de-crimped) each one and re-constructed and fabricated a new harness to suit the wasted spark / firing order. About 5 hours total. I got the Bosch connectors from Motecs USA distributor, who sell various connectors and wiring harness parts. JD
You can't bypass it BUT you can set it very very high to where it won't limit your normal reve range.
