Using an ignition rev limiter in a boosted application is not a good thing.
Dont most Ignition boxes (MSD, Crane, Jacobs.) cut spark for their limiters?
This shouldnt hurt anything. You wouldnt want it to cut fuel and cause a lean condition.
This is myth for our cars. Again... the A9x family does not create lean conditions by reducing fuel to the cylinder. It shuts fuel off COMPLETELY to every other cylinder. No lean condition exists.
fiveohwblow... bounce a well boosted application off an ignition rev limiter until you get backfire through the intake. That's what can happen when you retard timing enough in a boosted app to prevent the engine RPM from continuing to climb.
onefst and casey... those are the kinds of things I'm looking for. Real problems or improvements that a multi-spark ignition solved for you. Thanks!
But how does the MSD A9X box shut off fuel to every other cylinder when its not wired to anything related to the injectors?
Its wired to the Coil and thats about it.
Couldn't tune nitrous the way I wanted.
I purchased my digital 6 box.
Yes it allowed me to adjust my timing retard function.
Yes my factory Tach would not work. I had to buy a tach adabter to fix that problem.
If I had to change something it would be that it would work with factory tach's. it seems silly to have to wire in another product to use factory equipped tach's.
This was about 3 years ago, but as far as the Jacobs stuff, a friend of mine and i put an Allen Engine Development supercharger on his 4.6 Thunderbird. He went through 3 Jocobs boxes, and they all failed the same way each time.
He swapped everything over to MSD and hasnt had a problem since.
I don't think that you're actually fouling the plugs but rather not getting the ignition event you need at the time you need it with our single spark, stock ignition.
In other words:
Your ignition is lighting off the combustion mixture in the cylinder but it's (perhaps) not occurring at the ideal time in the cylinder stroke.
I believe that to be very similar to what I'm seeing with by combination as well. It's something that these multi-spark systems are supposed to cure. Instead of just one chance to light off the combustion mixture, it's supposed to provide half a dozen or so, chances for the mixture to ignite and burn optimally. Moreover, it's supposed to be able to light off several "start points" for the combustion mixture to burn more evenly during an ignition event (the idea being that a single ignition spark and one burning start point for the mixture may not be enough to provide for a complete burn as the burning event cascades out over the whole combustion mixture).
Needless to say, I've done a lot of reading about the reasons for Multi-Spark ignitions over the last week or so. I've been concentrating a lot more on the multi-spark events than I have on actual spark energy.
Our symptoms seem to be pretty similar and I'm beginning to accept that perhaps the multi-spark events may be the cure (as opposed to merely increasing spark energy or intensity).
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