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Kawboy's restoration/conversion of a 1980 KZ13 1 week 5 days ago #32730

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That is a beautifully compact "Coil-Block" !   Beats the crap outta dealing with 3 individuals and looks appreciably smaller then my GM coil. 
And here I thought you were going to say " Jesus KB you got a big hand"  LOL (Truth is I do have a big hand XL glove size)

Yes, it's small. It will easily mount in the place where the 2 lower coils go. This coil pack has impressive numbers as well.
Duration to achieve saturation 3 ms as opposed to the stock coils of 8ms. because the primary resistance is .9 Ohms instead of a total of 3.2 Oms like the stock coils with the resistor. and with the Microsquirt, no ballast is required.
Spark duration is 2.8 ms. Most coils have a duration around 1.2 -1.5ms.
Doing the math, at 8000 rpm, you have 7.5 ms to charge the coil and discharge the coil and with this coil, charge for 3ms and 2.8 to discharge still leaves 2.2 ms in between cycles so at redline, the coil will still be providing a full spark. With the stock coil because the coil needs 8 ms to fully charge plus a discharge of 1.2 ms , at redline, the coil can't fully charge before it's asked to discharge and then immediately have to cycle again.

Output is 58 Mj which is slightly higher than a stock HEI coil and I can tell you from personal experience, you don't want to get lifted from a plug wire from a HEI system. It will knock you flat on your ass. Having a high output coil with a long duration spark gives you the opportunity to run leaner mixtures if you have the equipment to do so. Combine this with the Microsquirt and a fully self programmable fuel map and things could get really interesting.

I just need to get my shit together and get on with it.

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Kawboy's restoration/conversion of a 1980 KZ13 1 week 5 days ago #32731

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This is interesting. I'm really looking forward to seeing your ideas take shape!   That's a neat coil pack - hopefully easy to find space for on the bike frame.
Regarding cleaning of the cylinder block, would  Scotchbrite wheels of various grits, mounted on a rotary tool or a drill, make the job easier? 
The problem is that the really bad areas on the liners are where the o-rings have to seal. The pitting needs to be filled in because the area where the o-rings seal is also an interference fit to the block. I think what I want to do is set this block to the side for now and refurbish another cylinder block that I have and get on with it although after having pulled this one down and cleaning everything up, it would be wiser to carry on with refurbishing this block. My biggest reason for wanting to go with this one was to get LA Sleeve to make me new cylinder liners to go from the stock bore of 62mm to a bore of 66mm and use the KZ750 pistons I have, building a REALLY BIG BLOCK   66mm bore x 71mm stroke = 1457cc    Ay Karumba !!  The liners would set me back $189 USD x 6 = OUCH !!

It's all fun and games.

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Kawboy's restoration/conversion of a 1980 KZ13 1 week 4 days ago #32733

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These might be a better size representation

 
Almost identical to the length of the stock coils

 
Twice the height of the stock coils

 
A little bit less than the width of 2 coils

And weigh about as much as 6-8 of the stock coils. the thing is a beast at 4.5lbs  The stock coils are about .4 lbs each
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Kawboy's restoration/conversion of a 1980 KZ13 1 week 3 days ago #32738

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Could that coil be used on a conventional OEM system if appropriate ballast resistor was used?

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Kawboy's restoration/conversion of a 1980 KZ13 1 week 3 days ago #32739

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Probably. You would have to use a 2.2 Ohm ballast resistor to keep the primary power draw down to a level that the stock igniter could handle   It would take some research with an oscilloscope to get it right. The next question would be if the coils would saturate enough to give a healthy spark. The limiting factor as I see it is the power allowed through the stock igniter because if I remember right, the Darlington transistors can only handle 8 amps of current. 
The quadspark igniter I now have uses IGBT transistors which can handle power outputs of 30- 50 amps maximum depending upon the model of IGBT so now the limiting factor is the coil itself. Using low resistance coils means you can reduce the dwell time to charge and that opens up the frequency of cycling. The only way all this is going to work is as an entire system using an ECU to program the duty cycle.

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