GL1000 w/VFR coils 1 per cylinder - Steve Saunders Goldwing Forums

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post #1 of 32 (permalink) Old 08-28-2013, 10:42 PM Thread Starter
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GL1000 w/VFR coils 1 per cylinder

This thread will be sure to evolve.
The goals are (in a loose order):
1) 1 coil per cylinder
2) 1 amplifier per cylinder
3) Over-voltage
4) The largest gap I can use reliably for my application (Nitrous)
5) The highest peak voltage I can muster without overheating
6) Multiple discharge per event to as high a RPM as I can get it before tapering off to a single spark per event
7) ...and probably more to come. I'm sure that I'm forgetting something.

The coils are temporarily mounted in the position that I want them in. Mounting is strong enough for testing now.
The coils are using the same 8ga. Scoshce amplifier power cable that I'm using on my daily rider and not equal length at this time. Nor are they wired on the primary side yet.
The NGK boots are without resistors.
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post #2 of 32 (permalink) Old 08-28-2013, 11:31 PM
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What kind of coils are those? Where did they come from?

Scott

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"I feel thin, sort of stretched, like butter scraped over too much bread" Bilbo Baggins

1986 GL 1200 Interstate, Poorboy Conversion,Pinstriped by Charlie Buzzard
1975 GL 1000, Fermenting
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post #3 of 32 (permalink) Old 08-28-2013, 11:35 PM Thread Starter
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Honda VFR 800

I forget the specific year.

An eBay purchase. I think I paid somewhere around $25/$30.00 shipped for them. I don't remember exactly right now. They were complete; coil, wire and boot each.
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post #4 of 32 (permalink) Old 08-29-2013, 12:53 PM
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You aren't experimenting on my poor GL1000 are you?

Seriously though, once the bugs are worked out should this type of upgrade be a good thing for a non nitrous bike? And what benefit would be expected?

Sorry if these seem like stupid questions but I thought I would ask.

Rod
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post #5 of 32 (permalink) Old 08-29-2013, 04:42 PM Thread Starter
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Haha - nope. Yours is in the background, I think in the last picture.
No, ...no real benefit to a stock bike other than to say you've got something different. There may be easier starting and running on a bike that has the usual lack of maintenance but that isn't a good reason to compensate with this ignition.
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post #6 of 32 (permalink) Old 08-29-2013, 10:09 PM
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OK, so in other words, don't be lazy and keep up with all the proper maintenance.

I will watch this thread anyway, just to see how it works out. I doubt I ever feel the need to add nitrous, but hey you never know.

Rod
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post #7 of 32 (permalink) Old 08-30-2013, 12:10 AM
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CM.... I'm not current on Nitrous technology.. so bare with me.. last time I did it was in '82 on a 110 Hp Volvo I/O (added an instantaneous 40 Hp that made for a nice quick jump out of the water for my skiiers.. but that is off topic..) but my comment is, I didn't have any trouble with spark or ignition... it worked fine with the kettering points/coil system.. why the exotic setup for your Nitrous application??? the real problem is NO/fuel management (I made my own fuel and NO intake injection system) and keeping the heads on and sealed.. will follow with interest...

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post #8 of 32 (permalink) Old 08-30-2013, 11:27 AM Thread Starter
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Well Jim, I could easily use the ignition that I'm using on the '78 now (Dyna III, 1100 coils, Copper wire HT leads, NGK boots and plugs). It is more than sufficient for supplying adequate spark throughout the rev-range.

I want to stay with a inductive ignition. I see it as an old-school approach. The only way I know of running the coils as hot as possible is to feed them as much voltage as possible. The key (based from my experience) is to not burn them up while doing it. I see a single coil as being more efficient than a dual output coil for a daily rider in dissipating heat when pushed. I've done no actual testing to verify any of these thoughts, but I will as I go along. It seems a common-sense issue to me.

Why the need for more voltage?
Well, I know of only one way to get to a failure analysis, and that is to load the cylinders with enough pressure to pop a head gasket. In saying this, I want the failure to be from too much mixture fired at exactly the right time without having to go back and look at a weak spark issue upon initiation of the firing voltage to the plug at any RPM, but specifically the upper RPM's near or past normal redline.

In short and of my opinion only at this point, 4 individual coils have to be better than two paired coils in controlling spark so long as reliability does not become a negative factor. Less components means less component failure. I know. I see this probability as a positive maximum performance trade-off.
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post #9 of 32 (permalink) Old 09-08-2013, 06:36 PM Thread Starter
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Jim - I will be going single-fire, as well, with this 4-coil set-up.
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post #10 of 32 (permalink) Old 09-13-2013, 06:29 PM
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using 4 spark units with 2 pickups?
I'm following this as I am running coil on plug, and have them paralleled now, but want more than 6 volts to them...

also, anyone ever try using the ls2 coils from gm, the ones with the built in igniter?
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