POINTS & CONDENSER TO FIREPLUG CDI CONVERSION MODULE

12/16/19:  Looking for Single-Cylinder (only) users for early availability launch.   

CONTACT US for more info.

AVAILABLE SOON! 
Finally a conversion option for older engines using points/condenser ignition systems to a high-energy CDI ignition.  The advantages of the higher-energy spark from a CDI is well know since the 1970’s.  Hotter spark improves starting, idling, reduces plug fouling and overall better engine performance due to the more efficient combustion process.  Most options were expensive and required machining or modifications.  The FIREPLUG CDI conversion module provides simple installation with minimal effort required.

 

Description

MODULE DESCRIPTION:
A CDI / High Energy Ignition conversion module that is triggered with the standard OEM breaker-points that exist in older ignition systems.   A High-Energy CDI ignition provides;  Easier starting, better idle, better throttle response, less plug fouling and overall better performance.  Perfect for older sleds, ATV, 2 & 4-stroke motorcycle, garden-tractors, go-carts and even outboards, by delivering  higher spark energy to the spark-plug.

INSTALLATION:
The OEM points & condenser are retained.

The module requires the elimination of the OEM magneto source coil wire .  (see “X” marking in sketch below of magneto wire that requires disconnection)

This will require removal of the flywheel to access the magneto wire junction.  Once flywheel is removed, locate the magneto source wire that junctions the connection to the points/condenser.  Simply de-solder or clip the wire from the magneto coil to the condenser junction.  Be sure to isolate the loose hanging wire from any contact as magneto coil will remain active.
(click link below)

1-CYL FIREPLUG CDI CONVERSION MODULE INSTALLATION

This wire disconnection eliminates the high-voltage that was previously needed to energize the coil when the points opened.  The module cannot tolerate the high-voltage form the coil (internal damage will result), therefore the magneto coil must be disconnected.

Disconnecting this coil also significantly reduces the current through the breaker-points, eliminating point spark, pitting and the constant re-adjustment required with conventional breaker-point systems.  The points contacts will last much longer with minimal maintenance. Due to the module reduces the switching current across the breaker-points to about 1 milliamp (0.001 amp) with the magneto source coil disconnected.  The lifetime of the points will then be more related to their mechanical limitations, not electrical.

Connect existing breaker-points wire to TRIG INPUT wire on module.  Connect 12V battery Power & Ground.

Module requires a CDI ignition coil (purchased separately) to replace existing points/condenser type coil.  Connect CDI-type coil wire to module.

If a 12V lighting option (typically YELLOW wire) exists on the engine, connect to the module for Module internal power management, run, sleep etc and to supplement the 12V battery power.

A small 12V battery is required for Module power.  If a lighting coil exists, the 12V battery  power draw is minimized, mainly used for initial starting, then the 12V lighting system will supplement power to the module.  Typical power draw is about .5-AMPS (6W) at cruising RPM and under 1.5 AMPS  (17W) at 10,000RPM.  The typical 12V batteries used in electric start snowmobiles or motorcycles work perfectly and easily stay charged by the existing alternator / charging system. Battery connection options are detailed if no access to a 12V lighting system wiring exists.

Other rechargeable 12V battery packs are also an option, since the Module minimal current draw.  Typically a small 12V @ 5000mAhr battery will provide over 8hrs of run time.

What is required:

ENGINE:
Single Cyl (Twin-Cylinder pending)  engine with conventional points/condenser type ignition system (2 or 4-cycle) (disconnect magneto source coil wire)

POWER:
A 12V battery is necessary for DC power supplied to the module.

If system has Electric-Start, the existing 12V battery can be used for Module power.  Connect the RED wire directly to   the battery, and connect the YELLOW wire to the 12V lighting / regulator power from the magneto.  The YELLOW wire   will automatically inform the module to deliver power or sleep when engine is not running.  This eliminates the   module from draining battery power when engine is not running.

If a separate 12V battery must be installed, connecting it as described above will allow the 12V (YELLOW) lighting   system to supplement the power needs of the Module.  This will extend the 12V battery life by re-charging it while the   engine is running.  If not connected to the 12V (YELLOW) lighting coil, the battery must be recharged periodically.

Maximum current draw of the module is about 1.4 AMPS  (17W) at wide open throttle.

Most motorcycle batteries are 6-12A/hr and Garden tractor batteries are 12-30A/hr, allowing the module to last a   minimum of 3hrs on a motorcycle battery , or as long as 20 hrs on a garden tractor battery.  Duration will be longer if   with lesser RPM’s.  Battery run time will be extended significantly if the supplemental power from the 12V (YELLOW)    lighting coil is available.

IGNITION COIL:
The Points/Condenser type coil must be replaced with a CDI type ignition coil.   Almost anything will work from an existing snowmobile or motorcycle that has a CDI type ignition system.  Typical suggestions for available coils are:

 Single cylinder: 72-76 Yamaha SRX, GPX and Exciter or Kohler / JD / RUPP coils from Prestolite system.

EXAMPLE: 01-143-16 / External Ignition Coil – Yamaha Snowmobile (085-2)

  Twin cylinders: 77~90’s Yamaha Exciter, Phazer, Enticer VMAX  or Polaris TX/TXL/TXC Siamese type coils. Also some   coils from Ski-  Doo that used Nippondenso CDI’s may work.

EXAMPLE: YAMAHA 01-143-14 External Ignition Coil – (085-3) or Arctic-Cat 01-143-120

KILL-SWITCH :  Must have existing engine kill-switch / key-switch that works.

The factory kill-switch/key-switch can be retained as originally wired and will disable the Module power IF the YELLOW wire is connected to the 12V Lighting coil.  The YELLOW wire internally enables/disables the Module 12V power connection from the battery.  The OEM kill-switch only stops Module spark output, it does not automatically disconnect the 12V battery if there is no YELLOW lighting wire connection to the module.

There are other options* to disable Module power when engine is not running if no YELLOW lighting wiring is available.

  • Rewire your existing kill-switch to the Module PURPLE wire. Grounding the Purple wire on the Module both disconnects the module from 12V battery internally & stops spark.
  • A separate KILL-SWITCH installed and connected to the Module PURPLE wire instead of re-wiring your existing factory kill-switch.
  • A separate MAIN-POWER switch connected to the Yellow Module wire. Connect the other switch terminal to the positive (+) 12V battery terminal.   This switch signal will internally disconnect from 12V battery power & stop spark when switched OFF.

*NOTE:  The KILL-SW or MAIN power switch must remain in the OFF position for the battery to remain disconnected from the module, even AFTER the engine stops running if there is no YELLOW lighting wire to automatically disconnect the internal 12V power.

Single / Twin Cylinder Applications:
The Module has 2 input wires for the breaker-points signal and One coil output.  The twin-coil selected must have 2 high-tension leads for the 2-cyl application (see coil suggestions).  On single-cyl installations, only one (1) of the Module Trigger input (WHITE) wires is used (no difference which one is selected).  The unused wire can hang lose with no connection.

SPECIFICATIONS:
DESCRIPTION:  Points & Condenser to CDI conversion Ignition Module

MANUFACTURE:  HewTech Electronics LLC, China, MI

APPLICATIONS:  2/4 cycle internal combustion engines.  Snowmobile, Motorcycles, ATV’s, Garden tractors

VOLTAGE:  9VDC to 16VDC

CURRENT:  IDLE = 0.5 AMPS  MAX RPM = 1.4 AMPS

SPARK OUTPUT:    82mJ @ 12.8VDC

COIL VOLTAGE:  330 VDC up to 288HZ,  decreases to ~310V @ 333HZ (present configuration)

OPERATING RPM:    1-10,000 RPM

TEMPERATURE:  -40C to +70C / -40*F to +158*F

IP ENCLOSURE RATING:  IP64 (Protected from dust ingress and water spray from any direction)