Coil on plug for 512TR

I had to uese one non oem cable once; the ECU immediately found out and objected it ...

Only if you can overcome this "detection of a stranger" you may be able to do so.

Beware: also the simple 512TR sparkplug caps are NOT available seprately anywhere anymore (also the F factory has no more).

So people (like me) that will exchange the (too) old oem F cables: keep the old stuff ... it (or parts of it) may once be worth a lot for you

Parts for the 512TR are already running OUT !

 

I've done a similar conversion for the 550 Maranello. PM me with your email address and I'll be happy to share some info about it.

 

I was just thinking about this last week. I can't get the old 355 pics to post, can you?

I sent a PM to the 355 guy, and he did not get back with me.

 

So just as a starting point I am reading the firing order for the 512tr as

1-9-5-12-3-8-6-10-2-7-4-11

The post on the 550 COP has its firing order as

1-12-5-8-3-10-6-7-2-11-4-9


This is either different, or the cylinder numbering may be differrent.

 

Tim, the cylinder numbering between the engines is the same, however their firing orders are different. See first pic below.

Second pic is an illustration of the internal wiring of the TR & 550 coilpack that I made awhile back. In order to accommodate the 550 firing order, the right bank will fire in the order of 3-2-1 at the primary terminal (from the ECU), but the left bank fires 2-1-3.

In the TR's case, however, to accommodate the different firing order from the 550, both right & left will fire in the order of 3-2-1.

Since the system is waste spark, when the ECU says it's time to spark cylinder 1 on the right side, both cylinder 1 & cylinder 6 will get fired, then 360 degrees later, they'll both get fired again.

So for the entire 720 degree, 4 stroke engine cycle, the right and left hand ECU's in my 550 will fire in this sequence: 3R-2L-2R-1L-1R-3L-3R-2L-2R-1L-1R-3L at their primary terminals (that 4 pin Bosch terminal shown in the last pic).

While your TR ECU's will fire in this sequence: 3R-3L-2R-2L-1R-1L-3R-3L-2R-2L-1R-1L

If you've not dealt with ECU's, and ignition/injection firing orders before, this may seem a little like Greek, but study the diagrams, and hopefully it'll clear up
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Thank you John.

How are you numbering the terminals in the picture?

Is #1 the bottom terminal, and #4 the top (12v?)

Is there a way to test my coil pack or the harness that connects to it?

 

Tim, the terminal numbers are molded into the connector on the coil. See the pic below.

Testing the coilpack - initially I simply put a 1.5v battery on #4 and momentarily completed the circuit to earth on 1,2,3 then had an old VOM on the secondary terminals to confirm which matched which. The VOM's needle jumped a bit when I had the right terminals, and that's how I made the diagram below with the RH/LH firing orders.

On testing the harness, you can make a breakout harness so you can leave the coilpack in the circuit and connected, then probe the breakout side for the appropriate signals.
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Thanks John. Are you still using the factory power module?

 

Is there anyone in Europe that is interested?

NGK does NOT sell their pencil coils in the USA. Can anyone here put me in touch with a knowledgable rep?

 

Yes, but only because in the 550's Motronic 5.2 ECU's, the Power Modules, (aka ignitors) are mounted inside the ECU's. Not an optimal design, IMO, as it generates a lot of heat within the ECU, and it precludes one from using anything but "dumb" coils.

Tim, look around on eBay for ideas. Denso have a number of different pencil and plug top configurations as do Bosch Motorsport and Marelli. But frankly, I believe the Japanese are way ahead of the Europeans in this field. Denso COP's can be expected to last the life of the car, whereas if any BMW/Porsche/Audi/VW owners are reading this, you already know how unreliable your Beru and Bosch COP's are.......

Best thing to do is pick up some used coils and test fit them. Or give me the depth of your TR plug wells and I'll check the specs of the coils I've already bought & measured and perhaps can make a recommendation.

 

John...which Denso coil did you use? I read the 550 post, but I could not determine the model number.

 

Tim, I prefer the Suzuki Hayabusa coils. Their electrical characteristics are a bit better for our application than the Honda coils. Several Honda coils address the length problem, but I prefer the Hayabusa's electrical performance.

They're Denso P/N 129700-4420 or 129700-3960.

They're just a little too short, but I address that with a custom extender boot, and I seal them to the 550 plug wells with new silicone boots. They work very well, and AFAIK no one has lost one yet and we've done 5-6 550's.
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