BDC

Yep. Buddy of mine (who's also a customer; Comitatus on this forum) was running some MSD wires. He had some weird, high RPM, intermittent misfires which yielded a cracked dowel land on the rear iron housing. He's switched to stock NGK and as best as I know, doesn't have that misfire problem anymore.



Another buddy of mine was having some weird, high RPM knock as well with a pair of RE Amemiya wires. Went to stock NGK; no problems now.



B

teknics

Comitatus, i thought that was his name, but i wasnt sure.



Theres a good example for all non-believers lol due to ignition problems caused by crappy msd wires he cracked his dowel land on, IIRC, a relatively new motor. Goes to the NGK's and he's fine now.



is it worth the risk of having that happen to you to run MSD wires? i'd hope not.



kevin.

crispeed

Same here!

Even seen what happens to a NGK wire over time with a MSD running thoriugh it.

I would say wire routing should be most important no matter which wires are used.

zoomazda

I sure think you've had too much expectations as based on what you've seen on the ad. The amusing thing is, I've also had those in my ride and I've got no probs whatsoever.



_______________________

Mazda 5 Accessories - Download The 2006 Mazda 5 Accessories Catalog by Mazda USA

Lynn E. Hanover

Jimmy's dog barks when anyone enters the yard. Jimmy's dog is barking, therefore:



Therefore what? Anyone entering the yard? He barks at the mailman too and he never enters the yard. The mailbox is at the street. He also barks at Mazdas passing by.



So, the dog barking may indicate a number of things, not just somebody in the yard.



In the olden days, plug wires had no covering at all. In most cases they were not even wires, but strips of copper sheet stock.



So you dressed these away from grounded objects or the car didn't run. So you did it right or you didn,t go anywhere.



Just as when you run the dyno you must resist the urge to change more than one thing at a time. If you change two things, you waste the pass, you can not state for a fact, which change affected the power change. So your information is of no value.



There are some rules about testing dielectric strength in insulation. Have all of these rules been observed during every instance of insulation failure posted here?



think not.



No matter what or who or anything else, the very best insulation is distance.



Why do the big towers that carry power across the country have those 7 foot long insulators holding up the wires?



Distance.



The energy required to fire a plug goes up with cylinder pressure. The highest cylinder pressure will be close to best boost, high RPM, high load. In other words the very worst time to have a misfire.



You might get away with a missing trailing plug strike, but you will know if a leading plug misfires.



So, a plug in a test piece with high pressure will have to be part of the test rig.



First, all testing for burn through will have to be done with the same ignition system as was in use when the failure occured. Stock (non capaciter discharge) systems do not stress the insulators to any great degree.

So, testing one wire at 30,000 volts and 100 milliamps is not the same as testing another wire at 50,000 volts and one amp. Everything has to be same, same, to develope any data.



I would want a scope to check ignition system performance before each test. Once all of the wire brands and models within those brands have been tested with the wires well dressed and stood off any ground planes, I would add a run of wire over a grounded object like a frame tube. Then again with the wire run over a 5" flat piece of grounded material like a fender apron.



On every test you want to know how much energy is delivered to the plug end of the wire vice how much is entering the wire at the coil end.



I would want to control the temperature and humidity and local air pressure.



I would want to run each element of each test for at least 6 hours.



I would measure the resistance of each wire before and after the test.



I would have a triggering system to sweep RPM from idle to 8,000 RPM during the test.



I would consult several electrical engineers for input on additional elements to test for.



Then you would know after about $3,000.00 and two weeks of testing and recording, You would have a fairly good picture of what is and what is not about these wires.



Do you replace wires from time to time? Did you know they wear out? Not only does the conductor decompose but the insulation breaks down over time. Even the very best conductors and the very best insulators.



MSD built some sprint car magnetos that could arc as much as 5" to a ground. They used solid conductor copper wires, and they discarded the wires every weekend. The wire became stiff and the conductor broke into little blocks of decomposed copper.



Now that's an ignition system.







Lynn E. Hanover

heretic

Funny this subject should come up today.



I just spent two hours pulling my hair out. I needed to get my car de-winterized for this weekend, and it wasn't running, and when it was, it would only run on one rotor.



I verified compression, not so hot but I've driven much worse with no trouble.



While the plugs were out, I grounded them and watched as I cranked. Yep, got spark.



Added fuel in the form of carb cleaner, shade tree fuel-injection style. Little difference, tending towards worse. In addition, the converter was still somewhat hot and it was shooting fire out of the exhaust every time I cranked it, so it was getting fuel.



It's direct fire ignitiion, and I hadn't touched it since the last time I drove it, so timing was a known.



Compression, spark, fuel, timing. What's wrong? (Yank, rip, tear, goes my hair)



On a whim, I reconnected the wiring so the car ran from the ignitors. Fired up immediately on both rotors.





I had spark outside the car, but it wasn't good enough even at the low pressures foudn while cranking.



Incidentally, the episode melted the converter down.