I like how ray gives credit to his whole team which shows a lot about BHR and how good of a company they are.

 

This point goes directly to why BHR takes so damned long to get new parts to the market; rather than rush stuff out there only to find it is useless and of no benefit, we prefer to take our time and beat the crap out of it before we sell it. What this leads to is the biggest mistakes yielding minor negative consequences and, should problems arise, the solutions typically lead to even better performance/more improvement over the problem we were seeking to solve in the first place.

Our new midpipe is a prime example of such. Once we have ascertained that we like the sound it provides with the vast majority of cat-backs available on the market, we will then spend the money to data-gather and see if there is any tangible benefit to the pipe. After THAT, we will see if we can get them built with perfect or near-perfect fitment and sold for our target market price (which will be QUITE reasonable).

Again, all you guys are the best for understanding all this stuff but I haven't yet done anything of which I am particularly proud (except, maybe, the throttle body spacer).

 

Speaking of THAT; Jon316G and I had quite a conversation recently regarding clutch pedal adjustments wherein I learned that I was right and wrong at the same time and even clutch pedal adjustment can be a "gray area" issue for many of us. The issue involved "stroke" adjustment and whether or not it was necessary. I don't want to shift the focus here but I do want to point out that Jon's conversation with me caused me to shove my own fat *** under my dash and verify everything I was telling him. What I learned was that verifying the stroke length CAN be helpful but that I also still prefer to have the clutch and brake pedals at the same adjustment height. Having done several clutch pedal installations and/or adjustments without issue I will, from now on, also check the stroke length anyway before I adjust the amount of free-play.

 

+1!

 

Ray what help can you give the folks that made their own yukon set up----errrrr ME!
Car seems fine--running Cams flash--should i call him--or do i need to swap out to the LS 2's? or go back to oem's
olddragger

 

+1 .. if I wasn't so much of a DIY'er, I would definitively purchase your products. It's nice to know there are still honest business men.

 

my coils are going to get awesomer!
Thanks Ray, looking forward to the 'fix'

 

Wait I'm a little confused. So all the NA people without any re-flashing tool will not get anything?

 

Since the only thing that can really be adjusted is the dwell What's the snizzle

 

NA people without reflashing, do not need any 'fix'. Kit works great as is.

 

Much like a CAI, Midpipe/Cat Delete, Race Gas etc.... if you cannot tune for the differences then you will not see the gains that you COULD see if you tuned for them.

In this case - there is nothing WRONG with the NA Ignition (same or better than stock) - but if you can tune around it there is more to be had from the motor + modification combo on your car.

 

cool, just wanted to clear it up a little, but now if the NA people go FI in the future, and not get the ap with the preset dwell, will we receive the appropriate dwell settings or will we have to ask for them

 

If you get the AP from Jeff - you have to tell him your mods - ignition will be fixed. If you do it yourself, Ray will get you the specs to change - too easy.

 

guess my dyno session will have to wait till I get the ignition fix so I can get the most out of it ;D

 

This reminds me of the Mazsport ignition solution that required dwell settings changed a few months after they were released.

If I remember correctly mysql cracked his block because he was running stock dwell settings with the Mazsport ignition solution.

I imagine if the BHR coils work without damage, the dwell settings that need to be changed would be minimal. Correct?

 

very interesting Ray - given our discussion on Dwell over in the Mazsport Ignition solution thread a few weeks back ......

Well done on finding a solution and working with your customers to implement it - that's something we didn't see from Mazsport when they had problems .

 

question for Ray:

One reason why I never installed my set back in the day when this was first a splice up mod was because I was unsure of the higher RPM capacity of this style of coil. I've heard on a few websites doing quite a bit of research that dwell changes when the firing times become very small. The stability of the circuit will determine its tendency to misfire or burn out.

Basically, do you have any empirical data about the stability of these coils @ 8-9K RPM dwell & load settings (if they change) for long term operation? I asked MM about this a long time ago he never got back to me.

Background info http://www.megamanual.com/seq/coils.htm#ls2

 

Another Question/ Possibility:

Edit: Did more research and don't think this is the case..

 

Other than the fact that MM has been running them on his own car for about a year and that many of us have been beating these coils to death for the past 6 months? How would you suggest I gather the "empirical" data you are seeking?

 

Front Iron - but yeah that is the theory.

The fact is sh*t happens and you have to pay to play. If Mazda spends 1000X more on R&D that any of us can afford to - and still didn't get it right (look at the 04's); how much more likely are we to have small issues given the Prototypical nature of these products.

The key here is - if you want to break new ground (how many 310+ WHP RX8's are out there really?) you must realize that things are inevitably going to go wrong...if that is too much risk don't do it! Go buy and MS3, MS6, STI, Sky Redline etc.... and keep the warranty.

On the flipside - how a vendor handles these little hiccups is at LEAST as important as the products... and BHR is pretty well known for taking care of their peeps.

 

The empirical data I originally asked MM for was an oscilloscope readout of the dwell & timing for the coils. Basically an actual measurement. He said he has a scope, I was wondering if he actually got around to checking the real numbers yet

 

I'm curious, since Jeff has been running these coils in his car for over a year, did he adjust the dwell settings on his originally? What issues have people been having with the stock dwell settings and the coils? Any engine failures or damage? With the issues people had with the Mazsport ignition solution I'm a bit wary of having to change the dwell settings, especially since it depends on getting an updated tune from Jeff which could take ???? weeks/months.

 

Relax, Aaron. We are on top of the situation and taking care of our customers in a timely fashion, starting with the F/I people.

The LS2 coils work well with the OEM/Mazda dwell settings but you only get 40mA of current. The Yukons, while being capable of 120 mA, require a slight dwell adjustement to derive this. The deal with the Mazsport kit wasn't the fact that dwell adjustments were required. It was something else and we don't have that issue with the BHR kit.

 

From what I have read...they require about 5ms to charge to almost max saturation......any more than that doesn't do much except heat up the coil.....

Anything else we need to know??

 

Nope.