F355 coil-on-plug conversion

^ It's much more enjoyable when revved to the rpm it makes max power rather than driven like a small block chevy. JMO

 

Over 8,000 rpm on the 355 motor is intoxicating...I ran it up several times on each and every drive...for 10 years.

 

And didn’t Schumachers 355 rev even higher? Wasn’t it like 9 or 10 from his factory tech buddies?


Sent from my iPhone using FerrariChat

 

Not COP but a further development of my CNP I have changed out my IGN-1A coils with one's that boast a 20% increase in power. Starts better and runs well (as before).

 

Not COP but a further development of my CNP I have changed out my IGN-1A coils with one's that boast a 20% increase in power. Starts better and runs well (as before).

 

Image Unavailable, Please Login

 

Have you had this on a dyno?

 

That's a complicated question. I live in S.California and bought the car in Arizona. Part of the car completion process was to dyno it so that the ECU provider, PROEFI, could "tune" it. I was there, the President of PROEFI did something but there was an aire of quietness and secrecy about the process and I believed that we would have to come back. No hp numbers were given and I believed that the purpose was to adjust the parameters (I'm not real knowledgeable about ECU operation coming from a carburetor/distributor background).
I returned home while they put the finishing touches on the car and returned for the shakedown run at a small track outside Tucson where I took it to 7 grand and accepted the car with only some final cleanup to do.
Once home I took it to a dyno guy in Huntington Beach, CA. to check things out and improve cold and hot starting. Got it on his dyno but while warming up at idle he said that number 7 cylinder wasn't firing and that he wouldn't dyno it.
Investigation showed that one of the 4 intake manifolds ( throttle bodies?) Was installed with 2 gaskets under one port and none under the other causing a big enough vacuum leak at #7 at idle (the butterflies closed) that the mixture was to lean to fire at idle. Fixed that (and that of course helped the starting situation) and returned for the dyno test but again he would not dyno it because the Throttle Position Sensor (Bosch 005) registered wide open at idle (evidently the arm on the reastat sit off the coil as installed). Without elongating the sensor mounting holes to rotate the sensor a bit, there is no adjustment. I upped the idle adjustment a small amount to get the arm on the reastat in contact. All starting works well now with the vacuum and sensor fixes and I have not been back to the dyno.

 

More photos of how I got there.

Some progress photos of how I got there.

Image Unavailable, Please Login Image Unavailable, Please Login View attachment 5750697 View attachment 4043851

 

There has been much talk about what might be the best COP choice, many of the candidates have been Japanese motorcycle coils but my search has lead me to a Bosch 0221504015 which is a direct replacement for Ferrari 000177074 or just plain 177074.
They have a small group 5 star rating (to customers). I haven't studied a possible fit but the fact that they meet Ferrari requirements is a good start.

 

^^^^are you going to give them a try? Keep us posted.

 

I have one coil and am searching for the associated connector. I'm having an internal argument with myself as to leave well enough alone or go to a fair amount of work to make this happen. I'm sure my curiosity will keep me pushing forward with, atleast a cylinder or two just, to ascertain a possible fit and what would be required in regards to a new, or modified cover plate, to prove that it will work. These coils appear to have a good start plug connection and a two screw mounting arrangement to accommodate.
This won't happen quickly but I will keep you informed.

 

I believe that I have found out that the Ferrari 360 CoP unit does not have an integrated "igniter" or "Driver". I ECU requires an integrated igniter so my investigation has currently lead me to a Denso 673 1309 and I have one coming to try for fit (it's my belief the many of the available coils have the capabilities but come in many p/ns because of the physical restraints of each car manufacturer's physical arrangement like fit).
I am looking for a pencil coil who's length will put the coil head above the cam cover plate (or new plate I make including the provisions for a securing screw ). The saga continues.

 

Not sure what you mean by ignitor or driver. The ECUs are certainly not going to handle high tension signals/sparks.

 

Ferrari calls them "power modules". Part number 137511 on the 355 (2.7 only). I assume the 5.2 has these integrated into the Motronic.

 

Yes, but the 5.2 still has coil packs. Power for the coil packs comes from the ignition key, not the ECU. The ECUs are triggers. The 360 should be the same as the 5.2, but with the high power coil packs integrated into the COPs.

 

Holley makes a Smart ( internal igniter) pencil coil for the Ford Coyote engine that I am trying to get my hands on. To have the coil sit on top of the cover plate the stem needs to be 3.75" from the coil base at th e cover plate to the bottom of the connector "spring" at the top of the plug.

 

Oh, and the Holley coil utilizes that same connector as my current IGN-1A coils. I have one coming from Summit in Ohio that is due here tomorrow. No one at Holley could give me the physical dimensions so I ordered one at $88.10 plus shipping (second day delivery because I'm anxious)

 

@355 P4 Have you tried the Holley smart coil for fit yet?

 

I understand the 5 inchish overall length of a CoP but my study has shown that the actual metal conductor connection at the top of the spark plug varies significantly in distance from the CoP end of nose. Therefore, I think that the more important measurement is from that internal conductor (spring and/or plate) to the coil shank just below the coil itself. This tells you where the coil body is going to sit relative to the exiting cover plate. If I do this (why not leave well enough alone with my existing CnP arrangement) I would probably make new coverplates custom to the closest coil length (which I believe is about 4" from actual plug electrical connection to the base of the coil body rubber boot) IMHO.

 

Yes,I successfully installed and tested one Holly coil (started the car in the garage and confirmed that that cylinder was firing).
I put everything back as it was while I consider the expense and effort ( new cover plates with raised coil base support [the coil are about an inch too tall]). I still give it some thought but like my current arrangement with the coils situated much further from the exhaust headers. Probably won't make the changeover but, like I said, I still fret over it.

 

As of yesterday my 2.7 F355 is successfully running its own COP set up straight from the 3 pin plugs in either engine harnesses normally plugged to the coil packs.
I have been following in John Cribb's footsteps and wired each pair of coils in series to keep things simple and avoid the use of an external ignition box, just like John does on his 550/456 P&P COP set up.
Even if this does not allow to get the most of the Denso coils I can attest that my engine runs already cleaner, starts faster and with more strength, has quicker throttle response and more instant torque at throttle tip-in. I am even able to run the correct NGK CRE8EIX plugs with zero misfires, whilst with the stock ignition the engine would often misfire under full load with these plugs and seemed to be happy only with the previously-used NGK PMR7A, at least with a fully decatted exhaust and free-er flowing muffler such as the Capristo.

 

Pics please @Timmo

 

Do the CRE8EIX have the same nose projection as the PMR7A? I recall the CR7EIX were shorter...not sure what if any performance issue would be caused by that.

 

I did not compare plug lengths and I remember you posting possible concerns about it in older threads but I don't see how this could affect combustion quality/completeness with pent roof combustion chambers, at least when the car is fitted with an ignition set up that is up to the task.