Frequently Asked Questions
Resistor plugs should not be used with ICE Ignition systems.
Resistor plugs have approximately 5000 ohms of resistance built into each plug. This is purely for reducing RFI (Radio Frequency Interference). However, it also reduces the energy available to jump the gap in the chamber and increases the probability of cross firing.
Even when using higher quality spark plugs with exotic materials for centre electrodes (which increases the energy available at the gap), if they are of the resistor variety, this will offset any gain made by the superior electrode.
This situation becomes more critical when using LPG and in high performance engines, especially engines using alcohol based fuels such as E85, which invariably have higher cylinder pressures.
The RPM switches show the first two numbers of the RPM setting selected. Simply select the desired RPM by pushing the “+” or “-” buttons on each switch.
The lowest setting that can be selected is “10” (1000 rpm). The maximum setting that can be selected is “09” (10900 rpm). Any other setting in 100 rpm increments is possible in between 1000 rpm and 10900 rpm. Examples: “58” (5800 rpm), “83” (8300 rpm) etc..
The 2 Step limiter is activated by supplying 12 volts to the white wire of the ignition control. When the wire is activated, the rpm will be limited to what is displayed on the 2 Step switches.
The “Signal” LED may or may not illuminate when the ignition is powered up. This depends on whether a tooth has stopped in the sensor inside the distributor when the engine was switched off, which is pure chance. The most important thing is that the “Signal” LED flashes during cranking. This signifies that the ignition control is receiving a signal from the distributor. Once the engine fires, the “Signal” LED will appear solid. It is still flashing, but the human eye cannot see it.
Yes, most modern aftermarket tachs (eg: Autometer, Classic Instruments etc) will recognize the square wave signal produced by the ICE Ignition tach output. Each ignition control’s tach output is verified during testing at the factory.
Alternatively, aftermarket tachs will also recognize the signal from the coil negative.
Most factory tachs will not recognize the square wave signal produced by ICE Ignition tach output. In these cases, the factory tach signal wire can be connected to coil negative as per standard. In these cases, the ICE Ignition tach output wire will remain unused. This should allow the factory tach to function reasonably well. Remember, many of these factory tachs are several decades old and were mostly designed for low voltage points systems, so will not work as well as a modern tach.
No. The ICE Pro LS1 Smart Coil is designed specifically as a coil near plug (CNP) device (to charge / discharge once every 720 degrees in a sequential application or maximum twice every 720 degrees in a wasted spark application), and as such is not suitable to be used as a single coil.
This applies to all CNP type coils. Whilst a CNP type coil will work if connected as a single coil, it will overheat the coil leading to premature failure. ICE Ignition does not supply the ICE Pro LS1 Smart Coil for use as a single coil. Any attempt to use the ICE Pro LS1 Smart Coil as a single coil instantly voids warranty.
In most situations, cross firing is caused by a massive resistance in the spark plug wire (leads) and / or spark plug (more common when using resistor plugs). The solution in these cases is to rectify any faulty spark plug wires / spark plugs.
Cross firing can also be caused by incorrect phasing in EFI applications where the wrong reference angle and / or edge is entered into the ECU.
We recommend a large distributor cap with our 10 Amp systems. With our 7 Amp systems, it is not necessary but if room allows, the large distributor cap can be used.
When using a large distributor cap, it will be harder for the spark to cross fire within the cap, due to the larger distance between the towers.
There are several benefits to having an ICE ignition system.
- Easier Starting
- Better Idle quality (increased manifold vacuum)
- Improved throttle response
- Improved power and torque (especially low and mid range power)
- Much less chance of detonation due to excessive advance / advance at wrong point on RPM scale
- 3 Year Warranty
- Local backup service and support
As a minimum, you should have alternator voltage (13.8 – 14.8 volts) at the coil positive, to ensure the system operates properly.
However, these systems work best with 16 volts at the coil positive, which can be achieved by using a booster (Part No: 2316). This will ensure maximum ignition output at all times, even if the voltage feed into the booster drops to 10 volts.
The answer to this depends on many factors. However, to keep it simple, we recommend the camshaft duration @ .050″ as a guide.
190 – 210 degrees @ .050″ = initial timing of 12 – 16 degrees BTDC
210 – 230 degrees @ .050″ = initial timing of 16 – 20 degrees BTDC
230 – 250 degrees @ .050″ = initial timing of 20 – 24 degrees BTDC
250 – 270 degrees @ .050″ = initial timing of 24 – 28 degrees BTDC
270 + degrees @ .050″ = locked timing
Other factors play a part and must be considered as part of the overall combination. Compression ratio, type of fuel, intake system, torque converter and diff ratio are all factors to be considered.. The guide above does not preclude having more or less initial timing for a particular camshaft size, but gives a starting point for tuning.
The ICE Ford distributor can be used in any model Cleveland engine.
The factory distributor utilizes a single bush in the top of the distributor housing, and the block is effectively the second (lower) bush. The ICE distributor features a high temperature Nachi / Honda roller bearing in the top of the distributor housing and an extra bush in the bottom of the distributor housing, thus not relying on the block for support.
The reason for this is twofold. First, all second hand Cleveland engines will have wear in the block where the distributor shaft locates, thus not providing proper support for the distributor shaft. The ICE distributor overcomes this problem by virtue of its design. Secondly, the ICE Ford distributor can be transferred from a late Cleveland to an early Cleveland without any modifications.
Plug gaps depend on a variety of factors, so the following information is only intended as a guide.
For naturally aspirated applications, plug gaps will generally be between .030″ to .040″. In some cases, the ideal plug gap will be outside this range. In all cases, it is always safer to start with a smaller plug gap and work towards a larger plug gap.
For all supercharged applications, whether blown, nitrous or turbocharged, plug gaps will generally be between .020″ to .030″. In some cases, the ideal plug gap will be outside this range. In all cases, it is always safer to start with a smaller plug gap and work towards a larger plug gap.
If you require any clarification, please call or email our tech support service.
Never mount the coil inside the vehicle cabin and especially not near the ICE control modules. Control modules should be inside the vehicle cabin and the coil in the engine compartment. This allows the firewall to act as a shield against electrical noise. The powerful spark produced by the ICE system also creates more electrical noise, and if the coil is near the control modules, this will lead to problems.
ICE Ignition control modules are NOT waterproof. Make sure the ignition module (modules) are located away from any contact with water, dirt or dust. ICE provide long wiring harnesses to allow the electronics to be mounted in a protected area inside the vehicle cabin, such as under the dash or in the glove compartment.
In most cases, a high volume oil pump is not necessary. The majority of applications only require a standard oil pump.
This is not to say a high volume pump can never be used. However, careful attention has to be paid to bearing clearances, oil viscosity, oil temperature and any modifications to the oil circuit.
Using a high volume oil pump always leads to aggravated distributor gear wear. In all cases, using a high volume oil pump will void warranty on the relevant distributor gear – no exceptions.
Please follow the recommendations below when choosing the appropriate gear for your application.
SG Iron Gears – Used with regular cast iron flat tappet camshafts whether using hydraulic or mechanical lifters only.
SI Bronze Gears – Used with steel roller camshafts whether using hydraulic or mechanical lifters only.
Treated Steel Gears – Used with cast roller camshafts whether using hydraulic or mechanical lifters only.
Please note, some cam manufacturers suggest that their cast roller cams “will work with most cast iron distributor gears”. However, we have not found this to be the case, irrespective of the brand of cast iron gear. As per recommendation above, a steel gear is the recommended choice.
Never use a steel gear with a steel roller camshaft. Always use the SI Bronze option, as it is preferable to have the distributor gear as the sacrificial item.
Any further questions can be directed to our staff members.