Thread: Open Hardware COP controller

That's a stock ICM (Ignition control module).

Wondering why you guys aren't using a cheap Nissan coil driver also. Like a S14 or VH45

http://www.ebay.com/itm/nissan-infiniti-igniter-ptu-22020-50F00-dis4-04-sr20det-vh45de-/162209347607?hash=item25c46e3817:g:ekQAAOSwyvBV-G9K&vxp=mtr

The thing next to the AEM unit is the stock power transistor. All it does is amplify the ignition signal. It is designed to be a serviceable component, so they didn't place it inside the ECU.

@Y2KG20

I chose the AEM unit, since I plan to run switchable wasted/sequential spark, like this:


I will set the output in NEMU to run wasted spark at below 1200mbar load, and directly when manifold pressure exceeds this limit, it will switch over to fully sequential.

This will improve emissions on low loads, and provide stronger spark at higher loads, since the coil has more time to charge.

@Y2KG20 yea, the oem coil drivers (igniter) are really good quality, you can also use the 300zx ones (even cheaper), they are 6 channel so u don't use 2 of the channels or use them for something else, these are high current high speed switches (perfect for vvl activation as well) so a 6 channel will be perfect for the VE guys

@Dala is the power transistor still necessary? I thought it was used in distributor systems to drive the ignition coil, its built in into the FWD distributors(integral coil), essentially its a single channel coil driver.

interesting concept of switchable sparking order, how much would you expect to improve emissions by using this method?

It is not needed. I left it there for redundancy, will delete it fully later on.



Minimal next to none. With the high levels of CO2, lack of HC and no compression in a refined fuel control environment, the mix is simply not ignitable. However, if you misfire for some reason, the wasted spark will burn off any potential fuel before it reaches the catalytic converter.

Would be really cool to do a test with a smog machine, and just switch on/off the wasted spark. On a good running engine there should be no gain, but on a higher mileage engine there might be some minimal difference.

I do this mainly because I am interested

I ran into some issues. When I have everything temporarily connected, it doublesparkes the sparkplug. See attached video, I spin the CAS by hand:

For each revolution of the camshaft, it sparkes once, and the other spark at 40-60deg'ish afterwards.

Here is how I have it temporarily connected. Note the hidden jumperwire between start and CR


It looks good on the scope.


What am I missing?...

Keep up the good work guys!

is the wasted spark set up currently connected?

the output from the board looks good so what about the output from the ignition driver?

Wasted spark not connected.

I'll go get a amp-clamp tomorrow, and take measurements after the AEM driver.

When spinning by hand, it's like rotating the engine at ca 30+-20rpm.

were all the plugs giving the same double spark?

looking at the scope output, the spark events are roughly 600ms apart, looking at the video its hard to average (you can maybe do it with original video and timestamp) but the double sparks seem a bit closer than that. assuming the scope capture and the video are related rpm wise.

I was wondering how the ecu deals with such low rpm, cranking speed with a starter has to be at least 300 rpm. Did you attempt a start of the engine?