MSD vs ICE ignition
Posted 10 January 2013 - 09:42 PM
Posted 11 January 2013 - 12:21 AM
Posted 11 January 2013 - 06:34 AM
Posted 11 January 2013 - 08:38 AM
I have friends that use the ice ignition and love it other mates msd and swear by it.
So both would do the job well, but if the msd is cheaper, run with it.
Posted 11 January 2013 - 11:02 AM
Posted 11 January 2013 - 11:47 AM
Michaels success at the engine masters competition speaks volumes.
I use msd on all my cars speedway and street also fit to cars I build engines for I know a few people who have tried ICE and where very disapointed they went back to a standard hei and had more success. MSD is a good price and a good product Very easy to fit they have a great web site with all the wiring diagrams to suit most cars
His stuff is expensive but very good.
A recent winner at engine masters was quoted as "we use the ICE system because it made measurably more power"
Will that matter on a relatively low powered streeter?
You didnt mention what the engine is - this may make a difference to your choice.
Posted 11 January 2013 - 02:47 PM
Edited by AD_75, 11 January 2013 - 02:48 PM.
Posted 11 January 2013 - 03:28 PM
Does anyone make a HEI type dizzy cap to suit the stock VN V8 dizzy?
Posted 11 January 2013 - 03:56 PM
Posted 11 January 2013 - 05:15 PM
Personally I'd rather not go back to a CDI, and I've always thought the whole multi spark thing was mickey-mouse. If there was any truth in advertising they'd admit that the reason for the multiple sparks is that it's the only way to avoid fairly severe misfiring at low rpms, because the CD spark has such a short duration. Still, MSD will be around for a long time yet; one thing they are good at is marketing. And they have a very wide range of accessories for nearly anything you can think of. But really, for the types of engines most of us here are using, either type will work just fine.
Posted 12 January 2013 - 04:31 PM
Posted 13 January 2013 - 01:05 PM
Agree that the ICE gear is better though.
Posted 13 January 2013 - 03:53 PM
i use MSD, had problems trying to reduce the total timing. generally with mild to wild holden v8`s, they like lots of intial timing to get them to idle and get good off idle performance, when you increse the intial timing this affects total timing and most holdens iv seen dont like more than 30-32 degrees total, or they torch head gaskets and rattle main bearings.
i modified my MSD dizzy, had different size advance stop bushes and modified the mounting plate to accept them to allow lower total timing.
the ICE ignition box has muiltiple switches to change this instead of springs and bushes.
MSD does have a programmable ignition at more of a cost tho.
Posted 13 January 2013 - 06:33 PM
Posted 13 January 2013 - 07:53 PM
Posted 14 January 2013 - 06:54 PM
Some of the late model OEM multi coil systems are very powerful, more so than probably 90% of the aftermarket stuff. You could build a very good system for an old engine from modern OEM components, and getting rid of the bloody dissy is always a good thing....
But again, for the average 7000rpm street/strip engine, there'll be nothing in it.
Posted 14 January 2013 - 06:56 PM
Posted 08 December 2013 - 03:13 PM
This something I know a bit about.
CDIs including MSDs push the energy through the coil in a very short time period and as a result the losses in the coil are VERY high. I was measuring a MSD6 with a MSD 8253 coil and even though 100 millijoules of enery comes out of the box only 38 millijoules on average leaves the coil and actually arcs across the plug gap. and that was with a very low resistance plug lead about 200mm long. If you have typical length V8 leads of 5000 ohms resistance you can halve that millijoule figure again.
With a 10 amp ICE setup using a 4200 Pro series coil I measured 165 millijoules out of the coil. The losses in the plug leads are way less too because inductive ignitions put out less current but over a much longer period of time. The MSD put out 350 milliamps for 0.12 miliseconds, the ICE put out 150 milliamps for 1.5 milliseconds, both arcing into 1800 volts, typical of a running engine.
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