Let's talk ignition
06-14-2016, 11:37 AM
#21
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Location: Roch. Hills/ Charlevoix, Mi
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Originally Posted by endeavour32
Does anyone have a graph of the advance curve on the HEI EST distributor? I've never had an issue with the Thunderbolt system, but if I do I may look into this. What advantages does this system have over the Thunderbolt IV? I'm guessing easier parts availability, and potentially less wiring.
The EST is much less wiring and is a simple install. Swapped out and timed in less than an hour. I got mine from Michigan Motorz and the boat is starting better than it ever did with the Thunderbolt.
06-14-2016, 11:52 AM
#22
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I really appreciate the simplicity of my DUI ignition, but it is very basic and does use centrifugal weights. I'm mostly in fresh water so it's no big deal but MT's concern is valid. I'm on on the opposite side of opinion and appreciate mechanical gizmos because I have no patience for ghostly electronics.
06-14-2016, 12:28 PM
#23
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Originally Posted by Baja Rooster
I really appreciate the simplicity of my DUI ignition, but it is very basic and does use centrifugal weights. I'm mostly in fresh water so it's no big deal but MT's concern is valid. I'm on on the opposite side of opinion and appreciate mechanical gizmos because I have no patience for ghostly electronics.
06-14-2016, 01:25 PM
#24
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Originally Posted by Baja Rooster
I really appreciate the simplicity of my DUI ignition, but it is very basic and does use centrifugal weights. I'm mostly in fresh water so it's no big deal but MT's concern is valid. I'm on on the opposite side of opinion and appreciate mechanical gizmos because I have no patience for ghostly electronics.
06-14-2016, 04:58 PM
#26
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Originally Posted by MILD THUNDER
One thing nobody mentions is rev limiter.
ICU peepin, im guessing based on the cam/build combo we discussed, you will be wanting to turn 5500-5800rpm. A stock merc rev limiter isnt going to let that happen. I certainly would not run witbout a limiter myself.
In saltwater, i would not run anything that uses centrifugal weights and springs for advance. I dont even care for it in freshwater.
ICU peepin, im guessing based on the cam/build combo we discussed, you will be wanting to turn 5500-5800rpm. A stock merc rev limiter isnt going to let that happen. I certainly would not run witbout a limiter myself.
In saltwater, i would not run anything that uses centrifugal weights and springs for advance. I dont even care for it in freshwater.
06-14-2016, 07:40 PM
#28
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Originally Posted by liquidlounge
I have a Delco Voyager distributor from about 1998 from a MEF1 fi setup, it looks to be the same as the EST. If so, what do I need to do to make it work on a carbed application? How do I wire the weatherproof connectors? thanks
Keep and connect the two wire harness that goes from coil to distributor.
The other two wire harness that goes to other connector on your coil is the ign + lead and the other is your tach.lead.
The bigger connector with wires that plug into right side of distributor is not needed. If you have an alpha drive , these use a shift interuptor, and can be wired to one of those wires...I'd have to look that up as I forget which one.
That's it . Simple.
06-14-2016, 07:42 PM
#29
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Originally Posted by endeavour32
Ha- guess I need to look at my own notes!
06-14-2016, 08:12 PM
#30
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i ran locked timing on supercharged engines tor years,boats&cars.after seeing the benefits of the daytona marine cd1 ignition i sold all my msd boxes&coils and went with the daytona setup.i have not run the boat yet but it will be done soon.i installed the daytona setup on my buddy,s 42 fountain with 1000,s and i am pleased with the results.imo the daytona cd1 is the way to go on a supercharged marine engine.i have a procharged 565 that also has the daytona setup and will be on the dyno thuesday.i am goung to run it with locked timing first them back to back with the daytona with a 3d map.if anyone is interested i will post the results.
