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  1. #1
    JT jpt7779's Avatar
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    Cool Energy Coil Test - USA results

    Since the moderators closed the other energy coil test thread due to some people behaving badly, here are our results from our tests here in the USA.

    I purchased the energy coils directly from the president of the company, Val Dick. He has been VERY accessible and helpful with our coil test. I have communicated with him through emails and telephone conversation several times, and shared all data logs collected. We both agreed the first phase was to simply swap out the OEM Denso coils with energy coils with NO other changes and see if there was any noticeable performance changes. The second phase was to change the Ignition Charge Time (dwell) to “take advantage” of the high energy that these coils can produce over OEM. NGK DCPR8E plugs were used with 0.028 – 0.026 gap through out the entire test. The coils we used are the screw on type that require 2 complete revolutions to lock them in place. The other type of energy coil can use a standard type plug cap, which opens the door to many other plugs and gap combinations.

    I had to ask good friends to test these coils initially due to me having recent back surgery and unable to test myself for 2 months.

    The first test platform was Evan’s (seadoo02xp) 2012 RXP-XTurbo with a Motec M150 ECU. His turbo is capable of 21-22 psi of boost and he has numerous additional sensors to log that most others don’t have. Evan is a professional engine mechanic and understands every bit of this better than most!

    The second test platform was Steve’s (Glade Rider) 2012RXP-X Turbo with a Motec M130 ECU. His turbo is capable of 25 psi of boost and has run 89.7 mph in 90*F Florida weather. I have personally ridden this beast several times myself and I am amazed at Steve’s attention to detail and how hard this ski accelerates!

    To get right to the point, simply swapping out OEM coils with energy coils on both of the test ski’s produced NO measurable performance changes at all! That means no rpm increase, no acceleration rate change, no change in lambda/AFR, nothing. The spread sheets below detail the data we captured from numerous runs and highlights 2 of the cleanest runs for each of the coils. The start time of the run is once the throttle hit 100% and the stop time is when max speed was obtained for that run. I compiled every channel that I thought could possibly be affected withthis test. Realize these tables are a snap shot in time and not constant numbers through out any run. The entire data log of the run tells a more complete story.

    Our Motec ECUs use a table based on ECU battery voltage and Ignition Charge (dwell) time. This is why I chose to log the ECU Voltage to 4 decimal places and all the ignition channels possible to see what is really going on here. The “standard dwell time” our Motec ECUs come with, is as follows: 11.0v=2.0ms, 12.0v=1.50ms, 13.0v=1.50ms, and 14.0v=1.30ms.

    Since we found no changes in performance with a simple coil swap in phase one, we set out to test the claimed high energy advantage of the energy coil by increasing the dwell time in phase two. From the advice from Val,the company president and concurrence with our Motec expert Nils Castillio we changed the dwell time to as follows: 11.0v=2.10ms, 12.0v=2.10ms, 13.0v=2.20ms,and 14.0v=2.00ms.

    Ski #2 was tested in Phase Two with OEM coils and standard dwell settings, Energy Coils with increased dwell times, and OEM coils with the same increased dwell times.

    The spread sheets don’t necessarily show this, but we noticed a slight increase in acceleration, a very slight increase in AFR (example 11.8 to 11.9) and improved fuel economy once we increased the dwell time. We did notice the same performance increase with the stock coils with the same increased dwell times. What we don’t know is how long a stock coil could lastwith these settings!

    Val recently told me that they have had even better successwith increasing the dwell times to 2.8-3.2 ms at 16-22 psi of boost.

    I have spent many hours going over data logs and compiling this data and I was going to post numerous screen shots of our logs detailing specific performance items, but decided it is just too much information to absorb and sift through. We set out to prove one way or the other without any bias, documented facts. The bottom line is, a simple coil swap will not gain you anything in performance like other bolt on modifications we are accustom to like intake grates, fresh air intakes, higher boost superchargers or turbo chargers, etc.

    To get any advantage from these high energy coils requires an ECU and software that can be changed to increase the ignition dwell time, precise Fuel Aim table lambda / AFR adjustments, Efficiency Table adjustments, timing table adjustments and the knowledge to do so in a safe manner! We know for a fact the M130 processor can handle these ignition changes with ease. What we do not know is if a stock ECU that has been re-flashed, has the processing power and speed to handle the increase in dwell time and quicker re-strike times. Experimenting with different plugs and gaps could possibly also be used to enhance performance gains. If you can do all of that, have the right equipment and software, and the patience, you can probably take advantage of this type of coil. Val will be the first person totell you that a complete re-thinking of engine tuning is required to take advantage of these coils.

    Much thanks to Val, Evan, Steve, and Nils for their time and expertise in making this a fair evaluation.

    JT


    Energy Coil
    OEM Coil
    Ski # 1
    Run # 1
    Run # 2
    Run # 3
    Run # 4
    Start time
    Stop time
    Start time
    Stop time
    Start time
    Stop time
    Start time
    Stop time
    Log Time Stamp
    03.55.200
    04.05.855
    9.11.060
    9.25.837
    2.10.015
    2.24.942
    7.17.235
    7.34.810
    RPM
    9008
    9203
    9418
    9266
    9204
    9238
    8823
    92.4
    Throttle Position
    100
    100
    100
    100
    100
    100
    100
    100
    Inlet Man Temp *F
    72
    73
    71
    74
    71
    74
    65
    73
    Inlet Man Press kPa
    250
    246
    243
    244
    233
    243
    231
    245
    Boost psi
    21.7
    20.9
    20.5
    20.7
    19.1
    20.6
    18.6
    20.8
    Exhaust Lambda
    0.779
    0.766
    0.835
    0.783
    0.81
    0.781
    0.844
    0.787
    Air Fuel Ratio
    11.452
    11.152
    12.53
    11.5
    11.938
    11.39
    12.582
    11.567
    Fuel Mixture Aim
    0.78
    0.78
    0.78
    0.78
    0.787
    0.78
    0.79
    0.78
    GPS Speed mph
    32.2
    87
    17.6
    87.1
    15.7
    87.2
    51.6
    86.3
    Coolant Temp *F
    165
    1.66
    165
    167
    169
    166
    162
    168
    ECU Voltage
    13.3299
    13.6614
    13.4242
    13.5972
    13.2787
    13.5833
    13.2525
    13.5647
    Engine Cyl1 Knock
    21.8
    21.8
    28.1
    42.7
    24.6
    10.6
    33
    19.5
    Engine Cyl2 Knock
    13.8
    10
    9
    25
    14.5
    19
    18
    24.5
    Engine Cyl3 Knock
    42
    10.1
    3.2
    29.3
    14.8
    25.4
    15.2
    10.4
    Engine Efficiency %
    95.192
    94.809
    94.457
    94.666
    94.91
    94.752
    96.344
    94.737
    Engine Oil Press psi
    81.9
    91
    90.6
    70.6
    0 sensor fail 0 sensor fail 0 sensor fail 0 sensor fail
    Engine Oil Temp *F
    158.2
    156.9
    161.7
    159.6
    167.6
    165.8
    168.8
    171.1
    EGT 1 *F
    1370
    1604
    1326
    1604
    1327
    1605
    1488
    1600
    EGT 2 *F
    1363
    1630
    1323
    1628
    1317
    1623
    1491
    1615
    EGT 3 *F
    1444
    1705
    1418
    1697
    1414
    1685
    1537
    1693
    Fuel Injector DC %
    75.2
    74
    75.3
    73.6
    71.2
    73.3
    68.6
    72.8
    Fuel Volume ul
    165.61
    159.7
    157.79
    157.33
    151.68
    157.21
    153.12
    156.06
    Ignition Charge Time ms
    1.441
    1.352
    1.419
    1.407
    1.448
    1.391
    1.465
    1.374
    Ignition CT Max ms
    1.874
    1.757
    1.845
    1.83
    1.883
    1.808
    1.905
    1.786
    Ignition CT Min ms
    1.009
    0.946
    0.994
    0.985
    1.014
    0.973
    1.026
    0.962
    Ignition CT Restrike ms
    0.014
    0.014
    0.014
    0.014
    0.014
    0.014
    0.015
    0.014
    Igntion Timing
    29
    29.4
    29.7
    29.6
    30.7
    29.7
    30.9
    29.5
    Muffler (WB) Temp
    154
    172
    166
    176
    153
    174
    168
    177
    Water Temp
    65.2
    65.5
    65.2
    65.5
    65.3
    65.6
    65.2
    65.6
    Ski #1 2012 RXP-X 20 psi Turbo Motec M150 ECU
    Ski #2 2012 RXP-X 23 psi Turbo Motec M130 ECU

    NOTES:
    1. Start time of the run is once Throttle Position = 100%
    2. Stop time of the run is once max speed of the run is obtained
    3. No changes to the ski or tune was changed EXCEPT coil swap out
    4. Ski#1 test date 5/16/2015 at 06:05 to 06:43 AM
    Comments:
    1. Compare Run #2 with energy coil highlighted in Red with Run # 3 with stock OEM coils highlighted in Blue
    2. These are the two fastest runs with each of the two types of coils with Energy coil top speed of 87.1 and stock coil 87.2 mph
    3. Average knock throughout the run start to finish values are:
    Energy Coil
    OEM
    Engine Cyl 1 Knock Avg
    15.5
    15.9
    Engine Cyl 2 Knock Avg
    16.5
    16.6
    Engine Cyl 3 Knock Avg
    14.9
    15.5
    Knock Threshold Avg
    63
    64



    Energy Coil
    OEM Coil
    Ski # 2
    Run # 1
    Run # 2
    Run # 3
    Run # 4
    Start time
    Stop time
    Start time
    Stop time
    Start time
    Stop time
    Start time
    Stop time
    Log Time Stamp
    17.50.712
    17.59.178
    18.30.298
    18.36.259
    02.24.386
    02.26.717
    4.10.085
    4.16.648
    RPM
    7873
    9198
    9143
    9109
    9287
    9263
    9260
    9294
    Throttle Position
    100
    100
    100
    100
    100
    100
    100
    100
    Inlet Man Temp *F
    95
    97
    96
    98
    101
    101
    98
    99
    Inlet Man Press kPa
    184
    248
    249
    249
    254
    246
    246
    241
    Boost psi
    11.8
    21.4
    21.5
    21.4
    22.1
    21.1
    21.1
    20.4
    Exhaust Lambda
    0.829
    0.786
    0.788
    0.785
    0.805
    0.801
    0.807
    0.819
    Air Fuel Ratio
    12.193
    11.557
    11.584
    11.54
    11.837
    11.767
    11.86
    12.039
    Fuel Mixture Aim
    0.823
    0.8
    0.8
    0.8
    0.792
    0.797
    0.797
    0.795
    GPS Speed mph
    49.5
    88
    75
    88.4
    83.6
    88.9
    74.4
    88.7
    Coolant Temp *F
    164
    164
    163
    167
    173
    174
    172
    1.71
    ECU Voltage
    13.6473
    13.2223
    13.1924
    13.3615
    13.369
    13.5554
    13.1161
    13.3349
    Engine Cyl1 Knock
    19.7
    17.7
    27.1
    24.5
    18.5
    23.6
    6
    23.1
    Engine Cyl2 Knock
    9.7
    24.6
    18.2
    18.6
    22.2
    9.2
    23.9
    17.6
    Engine Cyl3 Knock
    12
    14.9
    4.3
    23.1
    29.9
    9.7
    41.2
    28.2
    Engine Efficiency %
    106.52
    99.057
    100.036
    100.596
    99.036
    98.957
    98.964
    98.919
    EGT 1 *F
    inop
    inop
    inop
    inop
    inop
    inop
    inop
    inop
    EGT 2 *F
    1460
    1676
    1595
    1638
    1661
    1684
    1659
    1732
    EGT 3 *F
    1462
    1666
    1596
    1636
    1663
    1683
    1657
    1728
    Fuel Injector DC %
    50.1
    74.3
    75.1
    74.6
    76.9
    73.7
    74.3
    72.9
    Fuel Volume ul
    125.868
    164.225
    166.63
    165.019
    168.629
    161.725
    162.772
    159.232
    Ignition Charge Time ms
    2.066
    2.112
    2.188
    2.091
    1.453
    1.386
    1.5
    1.41
    Ignition CT Max ms
    2.686
    2.746
    2.845
    2.718
    1.889
    1.801
    1.95
    1.833
    Ignition CT Min ms
    1.446
    1.479
    1.532
    1.463
    1.017
    0.97
    1.05
    0.987
    Ignition CT Restrike ms
    0.021
    0.021
    0.022
    0.021
    0.015
    0.014
    0.015
    0.14
    Igntion Timing
    30.3
    29
    29
    29
    29
    29
    29
    29
    Ski #1 2012 RXP-X 20 psi Turbo Motec M150 ECU
    Ski #2 2012 RXP-X 23 psi Turbo Motec M130 ECU



    NOTES:
    1. Start time of the run is once Throttle Position = 100%
    2. Stop time of the run is once max speed of the run is obtained
    Comments Ski # 2
    1. Ski#2 OEM coils with standard Motec dwell times. Energy Coils use increased dwell times.
    2. Ski#2 test date 7/1/2015 at 8:09 to 9:30 PM 89*F air temp!
    3. EGT temp sensor #1 is inoperative
    Last edited by jpt7779; 07-08-2015 at 09:38 PM.


  2. #2
    JT jpt7779's Avatar
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    Well the spread sheets did NOT format correctly so here it is in a pdf:

    Energy Coil Test-Final.pdf

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  4. #3
    captain slow Turbo Retro's Avatar
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    very, very informative post.
    thanks to all those involved for the testing.

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  6. #4
    GRF + DashPac:) seadoo02xp's Avatar
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    There we have it!! It's not a gain and it's not a loss.
    The one positive thing about these coils is the way the lock onto the spark plug . I could see this being needed in closed course racing or heavy chop.

    Other than that, we found no benefit over oem as far as top speed , rpm or acceleration is concerned . These tests were done starting with the oem coils. Then repeated with the energy coils and then repeated a third time back with the oem coils .

    Thank you JT for buying these for us all to play with!

  7. #5
    1tommygunner1927's Avatar
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    Well done JT!


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    Boost addict hotbird's Avatar
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    Very informative post! Well worth the wait!! Thanks!!

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  10. #7
    Water4fire's Avatar
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    Thank you and we'll done

  11. #8
    Can you post one of the DL files somewhere. I would love to see one. Good work.

    Just for the FYI, I tend to test at idle, bucket up and start the timer at the throttle stab. I get one time to 7000 rpm. I take a second time at where the rpm hooks up on the pum and note the rpm at hookup. I also grab on the gps where the ski hits 20 to where it hits 60. At least I can get repeatable results this way.

    Andy

  12. #9
    JT jpt7779's Avatar
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    Andy, I'll be more than happy to let you test them yourself.

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  14. #10
    Steve-m31164's Avatar
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    Well done JT and everyone involved.

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