12/3/20:  We are making the CDI module available now on a limited release for specific applications.    We are selecting applications that have engine in overall good running condition.  We don’t want to be chasing down bad seals or carburetor problems etc.  This should be a plug & play install. 

Price is $199 + shipping.  (only available after review of application)

Read the info below regarding the coil and battery necessary for this module install.

Understand there are some technical abilities / requirements with this install (read below).  We have done significant testing so believe this module is ready for initial release.  We are initially being picky with the applications to avoid troubleshooting bad carbs, leaking crank-seals, bad fuel pumps, mice in the pipe, etc., where it’s blamed on the ignition module.  If your engine runs good now, and you are looking for more spark energy, less plug fouling, easier starting, more efficient combustion, then you are the ideal application!

Keep in mind this module tracks the OEM timing by following the points opening for spark.  It doesn’t have any additional timing curve.  This particular module is ideal for the recreational application or weekend rider, show-goer that is looking for more spark energy.  We are looking into a phase-II module that has user-adjustable timing profile, aimed more at the racing applications (same spark energy as recreation module), but it’s likely not available until sometime in 2021.

CONTACT US for more info regarding your application.

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.



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.

The OEM points & condenser are retained (see wire disconnection).

The module requires the elimination of the OEM magneto source coil wire & Condenser from the breaker-points terminal.  (see “X” marking in sketch below of magneto & condenser wires that requires disconnection)

This will require removal of the flywheel to access the magneto wire junction. 

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

Remove recoil to access flywheel.  Once flywheel is removed, locate the magneto source wire (upper coil in pictures) that junctions to the connection of the points/condenser.  Simply de-solder or clip the  wire from the magneto coil at the condenser junction (see note below).  Insulate & isolate the loose hanging wire from any contact by using heat-shrink tubing.  Magneto coil will remain active, even though disconnected.  Isolate by tucking wire away from any rotating components or points cam so no interference with moving parts.

Note:  The condenser is not necessary for the module to function, so does not need to remain connected, so it is suggested to disconnect condenser from points junction when the magneto source coil is disconnected.  We found a case where allowing the condenser to remain caused a no-spark issue.  It may have been a failed condenser, since our SM292 Yamaha works fine with the condenser remaining connected.  However, since the condenser is absolutely not needed for the module, it is best to also remove it’s connection from the points junction as well, potentially saving a second disassembly to remove if an issue occurs . 






Below is a video of the initial testing of the SM292 Yamaha with the Fireplug CDI module connected (prior to permanent installation). 


FIREPLUG CDI MODULE INSTALL on SM292 Yamaha test sled. (engine & carb was 100% rebuild before testing occurred).
We fabricated a Battery & Module bracket to mount the components in the front of the SM292 belly-pan. For our testing, we’re using a UB1280 – 12 Volt 8Ah Capacity – F1 Terminal SLA / AGM BATTERY.






A 12V toggle switch was added to the dash to enable / disable battery power to module.  This also works as a kill-switch.








Disconnecting the magneto source coil wire eliminates the high-voltage that was previously needed to energize & spark the coil when the points opened.  The CDI module cannot tolerate the high-voltage from the coil (internal damage will result), therefore the magneto coil wire must be disconnected as discussed above.  The condenser is no longer needed, since there is no points arcing with the module.  Leaving the condenser has caused some issues on some installations, and no issues on others.  Better to remove the condenser wire attachment from points as well, since not  needed for the module input.

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.

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

With Magneto source coils disconnected and flywheel & recoil replaced.  Connect existing breaker-points / Coil wire to TRIG INPUT wire on module.  Connect the Orange wire from the module to the new CDI coil.  Module must be mounted to chassis / grounded & bolted down.  Connect a switched 12V battery Power wire to the RED module wire, and Ground the Black wire.  Battery ground should also be connected to the Chassis for a common ground.

A small 12V battery is required for Module power.  If a lighting coil & voltage regulator exists, the battery may be connected by using a diode in series that would allow charging of the battery from the existing lighting circuitry.

If the lighting is connected to recharge the battery, the module power draw is minimized, mainly used for initial starting, then the 12V lighting system will supplement power to the battery & module.  Typical power draw is about .5-AMPS (6W) at cruising RPM and under 1.5 AMPS  (17W) at 10,000RPM.  The common 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.

A separate battery pack can also be used, and remain isolated from any of the existing snowmobile wiring if desired.  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 until recharging is required.  Module must be bolted to the chassis so the module is grounded through the mounting bolts, so engine & module have common ground.

What is required:

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

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 to a separate switch or existing switched power that can disconnect the battery power to the module when not in use.  This eliminates the module from draining battery power when engine is not running.

Maximum current draw of the module is about 1.4 AMPS  (17W) at wide open throttle, and less than 0.5A at cruising speeds.

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.

For our testing, we are using the commonly available UB1280 – 12 Volt 8Ah Capacity – F1 Terminal SLA  / AGM REPLACEMENT BATTERY.  These can be found relatively cheap (under $20) on Ebay.  8Ah will easily last all day of riding on a single charge.

NOTE:  We have added a small diode to route the lighting current to charge / supplement the battery power usage.   Had it like this for a few months now and have yet to charge the battery.  Still have some testing to do, but this seems to be working on our SM292. (see pic below)

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 listed below.  We’ve found Parts Reloaded (click on link) usually has stock:

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

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

Twin cylinders Coils: 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, or see part number below.

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


KILL-SWITCH :  The factory kill-switch/key-switch can be retained as originally wired and will disable the Module by shorting the points/condenser junction to Ground.  This is typical OEM configuration and no change is required to use the original kill/key switch with this module.  Disconnecting the 12V power from the module also works as a kill-switch.

NOTE:  The OEM kill-switch only stops the input signal to the Module, it does not automatically disconnect the 12V battery, so a separate 12V power switch is required to remove battery power to the module when not in use.

Restoring back to 100% OEM Magneto type ignition is as simple as removing the module & battery.  Re-connect / solder the magneto source coil wire & condenser to the points junction.  Replace the original points/condenser type spark-plug coil and your engine is 100% OEM stock ignition again. 

Single / Twin Cylinder Applications:
The Module has 2 input wires for the breaker-points signal and One coil output.  A 1-cyl application can use a single coil.  The twin-coil selected must have 2 high-tension leads for the 2-cyl application (see coil suggestions).

On Single (1-cyl) cylinder installations, only one of the Module Trigger input (WHITE) wires is used (no difference which one is selected), the other (WHITE) trigger input wire is grounded when not used.






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



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)