hi all...
i am newbie here who dono anything.. :p

nice pic and nice setup there
so we just need to change the dizzy cap to the V8 one? or the whole dizzy?

so in V8 engine, the 'thing' inside the dizzy will spin double the speed when it spin in a 4-cylinder engine?

so in this configuration.. we can have longer spark duration (spark 2 times)?
i a bit confused.. hope someone can help me out here...

er.. also,
instead we have 2 leads connect to one plug..
why not we conenct the thing at the bottom place of the distributor cap (2 point connected together) so in this way only 1 cable to the plug and look more tidy?

anyway...
sad thing is that my country filled with small cc car, and there is no V8 here... and even V6 is rare.. so sure is hard to find that distributor thing..

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don't worry dude, we all are on this one

I think this datto has been used as a boat anchor....... and there's a stray octopus eating the A-series.

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That does sound like a good way to overcome the shonky joined leads

i did actually have this setup goin with just my webber and stock manifold but since then im trying to fit a turbo. it does sound like a v8 at idle but im not to sure on the acuracy of the tacho, the switch on the back has been broken and i can tell wat seting it is on, but it shud be on 8. the timing has been set to factory 7 deg. for primary and secondary shud be somthin like 38 so it fires when the piston is just on the way down. the engin bay was a little dust when i took the piks but the dizzy cap is clear. the reason for the two leads was that i thought just the one lead might get really hot with so much power goin thru it and joint them at the plug was the easist way

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Took me a couple of go's to get my head around it (see edits in my last posts), but I dont reckon that's right. the dizzy turns at half engine speed, so 45 deg on the dizzy is 90 deg on the motor....... which means that your secondary is firing at 83 deg ATDC when the piston is almost halfway back down the bore.

yer grunt hunter i think you are right. seems like its quite a gap between them but when i looked at it when it was running the secondary sparks is only like a tenth of a second after the primary but it does make a noticeable difference. the timing is only set to factory but with a bit of tuning id say it would have a greater effect if the timing if advaced more for the secondary spark to have a greater effect

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Things like this is what makes me skeptical. It doesnt sound very well thought out. You gave your reason for why you chose 2 sets of A series leads in the other thread and also like above you didnt think the leads could handle carrying an extra spark. But yet 1 Aseries coil lead is still used to carry 4 extra sparks to the dizzy?

And it does sound like a V8 at idle.
I would have thought if it could now idle below 500rpm, it would infact idle smoother and be less noticable how many cylinders it had. (thinking V8 idle means like a lumpy v8 sound)
I dont see how a well tuned engine would give any evidence of change in idle with this extra spark. Inreased rpm, more fuel and big boost I could see possibilities of change,if the ignition timing of primary and secondary sparks was controled independant of each other.
At the moment I put the V8 idle qualities down to - bad timing which as rpm increases becomes less noticable due to the engine making enough tourqe to ovecome the poor ignition timing.

Thats just thoughts. Only you know how it runs firsthand.

I think that if combustion hasn't been fully established by the time the piston is geting to be half way down
the bore, then hitting it with another spark isn't going to save it.

I wonder if there is any good reason why this system has not been used before, after all, some
highly tallented engineers & racers have had almost a hundred years to think of this concept.
Hmmmm, I wonder.

The way I see it if it fires it fires. No need for massive spark really. Sure it helps with starts, a bit more response and probably better fuel economy/effiecency but it is by no means the sole factor to increase performance on a motor. Id think just a high energy system would be more effective than this system. Also isnt the idea of twin spark (usually twin spark plugs) to ignite more of the fuel at once or almost simualtaneously. Even if yours fires 1/10 of a second after, it will basically be firing into exhaust gas. Think about that. Im sure that the flame would have pretty much ignited all the fuel by then and whats left unburnt probably wont be enough to be ignited again by a spark.

Most engines today that run twin plugs is only to pass emissions as their combustion chambers are ineffiecient. Not as in performance wise or anything (eg. mighty hemi) but in terms of burning all the fuel in the chamber.

But hey your giving something new a go and if it works well you will be praised. But until then i too am skeptical. That much money today goes into research for motor cars and they still have to do the same things today as they did 50odd years ago. Head work, big valves, cams compression or pressure.

So what rotor button are you using??...the way i see it the standard a series rotor button will be too small because the diameter of the dizzy cap is larger the spark will not be able to jump that far...