Ignition system upgrades
 

So has anyone tried upgraded coils and ignition components/grounding to help with misfires?

My car is 200 WHP, E85-only, ceramic coated Ace header/exhaust, dyno-tuned, fluidampr damper, Street-lite LWFW, using Antigravity 480 lithium battery.

I've been chasing misfires. Started with high gear (5th) high RPM on stock plugs/coils. 5 on-track sessions/races, came home, changed out plugs/coils, raced again, didn't seem to have any misfires (that I know of). Went to next event (testing) at NCM, more 5th gear sections, misfire is back, perhaps even worse, now on Cylinder 2. Before it was Cylinder 1 and 3.

I'm beginning to think, after seeing some of these Cusco ignition components that the electrical system and/or ignition system can't cope with the heat of a hot-NA build spinning redline all the time. Perhaps it's also an E85 thing, with higher fuel demand. I dunno, looks like we'll have to spend some time looking at the data logs, and start going through to the whole system.

Perhaps this Antigravity 480 lithium with 16Ah rating simply isn't enough to support the draw on it?

Going to add some heavy duty header wrap to shield the coils, gold tape the coils, add air-flow, and perhaps try these Cusco coils and see if that helps. Frustrating as hell. Everything else about the car is great, but this motor is so f-ing finnicky.

i'm very skeptical of the first, which cascades skepticism onto the second.

if cusco can build a better _______ than subaru/toyota, why are they choosing to relegate them to mostly a japanese audience? they have distribution channels across the world.

the 'benefits' are almost exactly the same as this module, which the teardown shows is nothing but a method of removing cash from another's wallet.

[ame]https://www.youtube.com/watch?v=ISt_G_cBwbY[/ame]

I just confirmed I'm one of the unlucky early 2015 models with the "old" wiring harness from '13-14. I thought all 2015 models got the new ignition parts, not so much....so first things first, I need to swap that entire harness and coil setup for the new one, then see how things fare.

Guessing hood vents would solve your issues.

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Ignition Projects is the way to go, for a long term fix.

https://www.counterspacegarage.com/i...set-ip-a149401
https://www.counterspacegarage.com/i...set-ip-a149402

I'm actually looking at a set of Cusco Coil packs that claim the same benefit. I know IP are just re-named Okada, so wondering if Cusco is just similar since these originally were designed in Japan.

Can you cite any specific race teams or customer applications where the IP ones cured their high-RPM misfire due to stock coil packs not being up to the task. Feel free to contact me offline at pervez@rssynthesis.com

I have no doubt this is my problem, but if I'm gonna spend $800, I want it to be on the right set of coilpacks. I need the "type B" connector found on 2015+ models.

heat gets trapped from the OEM ecu bracket... replace it with a verus engineering one. and then update to the ignition coil to the new part number problem solved. been tracking like that for years now and stopped having issues.

IP is not renamed/rebranded Okada. IP is made in the USA.

949 Racing is someone I recommended this to, and after they put them on, they jut re-set their old record at Buttonwillow by a good margin...

So you are saying 949 beat their lap record because of coil packs? How so?

I just find something weird going on with both these brands. All their online marketing is the same, cut and paste. No competitor uses the exact same marketing verbatim. Then I read a bench-test review like this and it really makes me wonder. I'm not saying their products aren't legit, I've just been leery about both these brands from the get-go. Hopefully I'm wrong.

https://bmw.spoolstreet.com/threads/...eal-deal.1852/

They set their old time on an engine that was misfiring.

Coilpacks aren't the sole contributor, but you're welcome to compare the straightline acceleration on the old and new videos yourself!

I get that. My car did the same thing, on just a set of new OE coils. Any car will be faster when it's not misfiring. The question is, will they stand up to long-term use. Hardly anybody seems to know.

The Cusco seem to be OEM manufacturer, made to their specs to better stand up to heat and high RPM use, meaning internal components, not just a spark amplifier added onto it. I'm ignorant to the inner working of a coil-pack, just going on what I can deduce. It seems IP simply takes OE coils and then modifies them in-house somehow, maybe I'm totally wrong. Not sure if this is better or worse than an OE manufacturing one from the beginning to be higher performing.

I'm not questioning their products, I'm just trying to be very thorough. I've already bought some sub-par engineered products that took some real engineering exercises to come up with a solution, because the company that sells them didn't properly design them.

I'll be the guinea pig and give the Cusco set a try. If they suck, then I'll try IP and see if they last longer. As with everything else, I'll post up to try and increase some awareness to these products and if they really work. Given the fanatical attention to detail that Cusco typically has to all their parts, I expect them to be properly designed for racing. Tons of FRS's racing in Japan, much moreso than here in the USA, so I'm sure this is why they offer this product specifically designed for high RPM use.

So these arrived. Cusco also provided me with some data showing these offer a substantial ~40% increase in real ignition spark/secondary current, along with a more robust internal construction to handle heat/vibration. Apparently the only difference between the 13-14 and 15+ OE coils are the connector.

I'm confident these will do the trick! Will post on-track test results from COTA or NCM, whichever comes first.

Well, the Cusco coils are in, heavy duty heat-shield has been applied to key areas (in addition to my dual sided cera-coated headers), and a Beatrush vented underpanel has been employed.

If this don't give me mis-fire free operation, and better coil life, I give up! LOL.

First test will be at NCM in just a few weeks!

See you there :thumbsup:

I thought E85 engines run cooler?

I think it's more of a case of heat soak with the coils being sandwiched between the block and the frame rails, after you stop the car. I def. wasn't allowing for airflow through there after a race/session, which certainly didn't help coils which were probably already on the edge of their ability to keep up with the demand based on my power/tune. I plan to have a fan/generator running to push airflow through the bay after every time I come off track.

If it's still misfiring after these new coils, then it's clearly something else, and I'll start digging into the fueling system and perhaps see if its something internal like a bent valve prior to me buying the car.

After building this car, it's clear the chassis is phenomenal, but it's clear you can't sell a mass produced, inexpensive sports car without cutting some fat. There are a lot of things on this car that are "just good enough". We cracked open an axle this week to rebuild them and pack them with high-temp CV joint grease, and the OE lube looks like water. No clue how it lubricates. No wonder people blow axles all the time.

Only way to find out is get out and run some flyers!

Needed to do a quick systems check prior to taking it to the track. Also had a newly rebuilt/upgraded tranny, along with a lower 6th gear ratio installed, so wanted to see how that felt.

There are some deserted backroads where I store my trailer, so was able to do a few hard acceleration runs. I didn't have any active (flashing CEL), or stored (CEL staying on) misfires on acceleration runs, and I ran the car to almost the top of 6th gear to 130mph. In the past, the car would misfire on acceleration around the top of 4th, and in 5th or 6th gear. Sometimes you could feel it, other times you couldn't, but the CEL was still flashing, and would stay on after. The good news is that I didn't see any on these acceleration runs, but won't claim victory until a full weekend on-track test is completed without misfires. Car felt super strong though.

One thing I did see though, atleast I think I did, as it happened so fast, was a the CEL flash quickly just a couple times on a massive deceleration/braking phase after a run to 125mph. I was bedding in some rear rotors so gave it a good hard stop and thought I saw the CEL flash.

I'm wondering if this could be due to the massive forces on the crank, and it's sensor readings due to deceleration? I have a Fluidampr harmonic damper, and it's a viscous type, so it's forces may change a bit with crank speed I would imagine. I'm guessing that it's possible and not an ignition related CEL/misfire, since it's in deceleration. I know Subie motors are sensitive to crank position, so I think it might be related to harmonic damper/flywheel. Any thoughts?

My plan is that if I have any non-ignition type misfires or flashing CEL's at the track, then I'll swap the OE harmonic damper back in and see if it makes any difference.

@prandelia do you have a log?

I didn't have my Ecutek Bluetooth interface on me to plug-in, so I don't have any stored files on it, unless there are some still stored in the ECU that could be downloaded.

I guess I could just go run the test again with data, since it will be another 3 weeks before I'm on track.

Hi, how were you able to confirm this? I am looking to buy a used engine and just wanted to make sure of the year model that I am getting and I figure that the coilpacks and wiring was a good inicator that the engine is a 2015/2016.

2013-2014 coils have a flat 3 prong electrical connector. mid-2014+ have a triangular 3 prong connector.

Thanks Takumi!

@prandelia Any updates?

Another data-point here, I too am struggling with on-track only misfires at the top of 4th. 2017 BRZ w/ ~48K miles, FBO E85.

Really hoping to hear if the coilpacks solves the issue.

Also, looks like Delicious Tuning has a set as well: https://www.delicioustuning.com/node/959

I wonder who the oem is for DT.

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Did you ever solve this. I picked up a couple of used coils as I got the P3051 this past weekend at the very top of 4th bouncing a bit off rev limiter. CEL only.

Honestly, no I never have. To be honest, I think the fix would be a set of coilpacks like this: https://www.delicioustuning.com/node/959

In my head, coilpacks getting overheated is the issue. Having a ceramic coated or wrapped header may help this issue. (I'm still searching for a JDL 4-2-1). If i have more issues this year, I'm just gonna get those coilpacks and then report back!

@prandelia Any updates?

Mike at csg mentioned these did not help.

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More specifically, I recommend the IP Plasma. Skip their quad spark coil packs.

I’m testing a set of the Delicious coilpacks. Put them in today and fitment was good. Did a quick drive and no problems so far.

I drive mainly track (91 oct) and canyons (e85) with my FRS. My last cylinder 1 coilpack was OEM and lasted 2000 miles to give some context. In addition to a few cylinder 1 coilpacks, I’ve also had to replace a cylinder 2 coilpack.

I’ll update this thread with how these hold up. Delicious said they would consider making revisions based on my data so they seem pretty interested in offering a durable solution that will hold up to track/e85 use.

Why not run e85 at the track? No flex fuel?

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Yep no e85 near the track and I'm using a straight e85 tune.

To update this, I believe my issues are now not coilpack related. My misfire/stuttering only happens at one specific track during a high G left hand turn. Thus, I'm thinking my problem will be solved with this: https://www.verus-engineering.com/sh...e=2&category=1

I've purchased this fuel door and will report back here if I get any luck. This may help others with a "misfire" like symptom.

Things are going well with these Delicious red coilpacks. I'm at 2000 miles so at least these beat my last OEM coilpack replacement. :)

I logged for misfires on my canyon drive yesterday. Total driving time was 3.5 hrs. The canyon portion was entirely 4500-7500 rpm. Some highway cruising in the 3000-3600 rpm band. No misfires on cylinders 1-4. This is with a tweaked OFT E85 tune and oem 2017 header.

I've got a couple of track days coming up in the next 2 months. Will update afterwards.

I've run the Delicious tuning coilpacks along with NGK spark plugs for 5-6k so far. 93 and E85 no issues. They will see FI use here in the next couple months. I went through 3 OEM coilspack from 3 different cylinders. haha

Update on the Delicious red coilpacks:

The last two canyon days, I started seeing moderate FLKC (approximately -4 degrees) in the 6500-7500 RPM band in my logs under full load. Well today my engine finally threw a P0353 code in the canyons, so looks like the cylinder 3 coilpack went bad.

It's been 3.5 months / 3,200 miles since I put in these Delicious red coilpacks. Have been using E85 exclusively and probably a dozen fairly hard canyon days (245 F peak oil temps with Perrin oil cooler).

I'll contact Delicious on Monday and see what they recommend.

Realized I forgot to update this thread. Delicious sent out a set of replacement coilpacks. These look slightly different than the first set. The black plastic changed from matte to shiny. There are green streaks inside the rubber tubing. The red plastic is a bit more orange. Not sure if these are just cosmetic differences or anything changed inside.

It’s too early to give any conclusions (only 1300 miles) but so far they’ve survived a track day at Buttonwillow on 91 octane and a few canyon days on e85. Hoping these will make it past 3200 miles.

Updates?