03-01-2018, 03:40 AM
all that is in the distributor.
ID say its 5v signal with a series 400 resistor in the ECU stock (a transistor pull up in the ECU )
the ECU limits current to .005Amps, 5mA. so should you,
400 ohms in series to G pin to ECU. for 5v.
or 1800 ohms to 12v to the G pin,
but id measure the G pin first. gate pin on distr, to ground.
there are 3 issues here,
the induction coil spark.
the igniter device (mos FET it is, but is Gate termintated)
the cmp.
my guess is you will want to use the Megasquire built in, ignitor driver?, (which MS is it , model>? , many there are)
then that ends this question, as the coil wire. is brown-white not orange, and would go directly to the MS. ( stock ignitor bypassed)
The MS must programmed to have this pin at default 12vdc. or you will NOT burn the coil up if you ever get infinite dwell on that pin, best is to use say a 100 ohm dumm test resistor for the coil and measure the signal on this dummy coil first to be darn sure the coil is running a safe dwell time. (NOT n spec'd by suzuki btw)
dwell time is coil charge time, and can never land at full charge 100% dwell ever.
and the dwell expands with RPM on EFI. (due to short periods at 6000 rpm) a short period will not charge the coil enough., and spark dies. (goes super weak)
All EFI systems do that. DIS is even more strict here due to huge coil currents and HE , high energy ignition setup.
so dwell is first.
next is what to expand to at 6000 RPM
and next is inversion on the coil driver, (on or off) MS settings.
then test it with a scope and dummy coil there, to make sure it really works as you think.
the connect the spark coil and not burn it up.
keep in mind suzuki shells no 96 coils not, nor does, Autozoned.
ignitor stock:: issues.
here is the most old book by suzuki see him use a light bulb to test the gate of the ignitor, 650ohms inside so current is high.
8v
http://www.fixkick.com/IGN_timing/slides...ge_24.html
high means way more than a real Insulated gate MOS transistor.
so if you take your dizzy
measure dizzy pin 5 to 4 ground, the ohms you see there is the 650 ohm terminator (or other value) that is there.
if you see that the drive you send there must be current limited.
the 8v has this.
http://www.fixkick.com/IGN_timing/slides...ge_24.html
vast things are unknown on that distrib.
1: dwell spec. on coil static and dynamic.
2: ignitor gate threshold but mine fired from 2to 3.5vdc. nor the input impedance mine was 650 ohms. (its current fired, 0.005 amps)
3: the max gate voltage before damage to the stock ignitor.? (my be over 5v or 12 we dont know, and cant test this for 2 reasons , unplugging the distrib. to see unloaed gate voltage also kills dead CMP and spark ends, and I was never found of cutting my stock Gate pin to test this)
4: the coil spec, primary impedance tops my list.
you can do many thing here with MS.
1: USE THE STOCK IgNITOR OR
a" BUY YOUR OWN
b: Or USE THE ms BUILT In ignitor
2: use a generic spark coil ending that worry on stock coil spec,. mounted to firewall like 89-95s had. or that new coil and powerful new ignitor to drive hotter coils?
3: set the MS up for full DIS ignition. 4 spark coils and fired from CKP..?
the manual shows, 3v test battery , (a warning to me, 12v is no good) , see my slide show here. I horsed this up for coverage on all pins.
http://www.fixkick.com/IGN_timing/slides...age_8.html
ID say its 5v signal with a series 400 resistor in the ECU stock (a transistor pull up in the ECU )
the ECU limits current to .005Amps, 5mA. so should you,
400 ohms in series to G pin to ECU. for 5v.
or 1800 ohms to 12v to the G pin,
but id measure the G pin first. gate pin on distr, to ground.
there are 3 issues here,
the induction coil spark.
the igniter device (mos FET it is, but is Gate termintated)
the cmp.
my guess is you will want to use the Megasquire built in, ignitor driver?, (which MS is it , model>? , many there are)
then that ends this question, as the coil wire. is brown-white not orange, and would go directly to the MS. ( stock ignitor bypassed)
The MS must programmed to have this pin at default 12vdc. or you will NOT burn the coil up if you ever get infinite dwell on that pin, best is to use say a 100 ohm dumm test resistor for the coil and measure the signal on this dummy coil first to be darn sure the coil is running a safe dwell time. (NOT n spec'd by suzuki btw)
dwell time is coil charge time, and can never land at full charge 100% dwell ever.
and the dwell expands with RPM on EFI. (due to short periods at 6000 rpm) a short period will not charge the coil enough., and spark dies. (goes super weak)
All EFI systems do that. DIS is even more strict here due to huge coil currents and HE , high energy ignition setup.
so dwell is first.
next is what to expand to at 6000 RPM
and next is inversion on the coil driver, (on or off) MS settings.
then test it with a scope and dummy coil there, to make sure it really works as you think.
the connect the spark coil and not burn it up.
keep in mind suzuki shells no 96 coils not, nor does, Autozoned.
ignitor stock:: issues.
here is the most old book by suzuki see him use a light bulb to test the gate of the ignitor, 650ohms inside so current is high.
8v
http://www.fixkick.com/IGN_timing/slides...ge_24.html
high means way more than a real Insulated gate MOS transistor.
so if you take your dizzy
measure dizzy pin 5 to 4 ground, the ohms you see there is the 650 ohm terminator (or other value) that is there.
if you see that the drive you send there must be current limited.
the 8v has this.
http://www.fixkick.com/IGN_timing/slides...ge_24.html
vast things are unknown on that distrib.
1: dwell spec. on coil static and dynamic.
2: ignitor gate threshold but mine fired from 2to 3.5vdc. nor the input impedance mine was 650 ohms. (its current fired, 0.005 amps)
3: the max gate voltage before damage to the stock ignitor.? (my be over 5v or 12 we dont know, and cant test this for 2 reasons , unplugging the distrib. to see unloaed gate voltage also kills dead CMP and spark ends, and I was never found of cutting my stock Gate pin to test this)
4: the coil spec, primary impedance tops my list.
you can do many thing here with MS.
1: USE THE STOCK IgNITOR OR
a" BUY YOUR OWN
b: Or USE THE ms BUILT In ignitor
2: use a generic spark coil ending that worry on stock coil spec,. mounted to firewall like 89-95s had. or that new coil and powerful new ignitor to drive hotter coils?
3: set the MS up for full DIS ignition. 4 spark coils and fired from CKP..?
the manual shows, 3v test battery , (a warning to me, 12v is no good) , see my slide show here. I horsed this up for coverage on all pins.
http://www.fixkick.com/IGN_timing/slides...age_8.html
http://www.fixkick.com