I don't know if it would work with MSD ignition.
As far as I can tell, our stock ignition system has some hellacious energy anyway!
Speaking of the coils, Steve and I tried the first stab at adding on some mosfets to control the coils. It didn't work, but now we know why. It seems that we need higher voltage mosfets and some small modifications. It looks very favorable at this point. I should have it operational in about two weeks. I will keep you all posted, as this is the last part to solve before the unit is made fully operational.
Some thoughts on the unit. With a fast enough PC, I was able to trace the relevant cells that the GReddy used as the car was accelerated. You can do and acceleration run and trace all the cells that it hits. Then you can make small modifications to those cells and see/feel what changes take place. Trust me, it keeps you busy for hours! It also allows you to make changes to those cells in real-time, and updates them right after you type it.
The fuel injector pulsewidth part works very well. I tested it by increasing the pulse-width at idle by 100%, and as soon as I typed that in the cells it almost killed the engine. I quickly changed it back.
This product is great, and once I can adjust the spark timing then I think it will be awesome.
My main focus right now is to improve my low-end driveability issue. The trip to the dyno last week provided enough information to make a decision. I believe my exhaust is too big.
I am going to put the stock exhaust back on, then I will see if the problem goes away.
The problem is much more complicated than simply adding more fuel, as the PCM seems to keep the fuel curve "proportionate" at all times based upon its programming.
What does that mean? It means that the computer for our engines expects to get X amount of air at low RPM, and 2X amount at high rpm. In my case I'm allowing 2X amount of air at low rpm, and 3X amount of air at high rpm. Therefore the AF runs lean at low rpm.
There's some food for thought.
warmonger
