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Hondata Coil Pack Retrofit (CPR) - AVAILABLE IN JUNE!

Overview
The Hondata Coil Pack Retrofit (CPR) allows the use of 'coil on plug' individual ignition coils on engines with distributor based ignition systems (D, B, F and H series Honda engines). It does this by replacing the stock coil and ignition with an electronic circuit which can drive igniter type individual ignition coils, such as used on later model Honda engines. A Hondata S300 system is required.

How much does the Hondata CPR cost? $395 AVAILABLE IN JUNE! PRE-ORDER NOW!

What does the Hondata CDR come with?
The Hondata CPR comes with a wiring harness for your coil packs, a coil pack controller and fly leads for connecting to your distributor and ECU. The CPR is typically positioned next to the ECU inside the car.


Benefits
* More spark energy than a single coil, allowing a larger plug gap and fewer misfires.
* Individual coils are more durable and less likely to fail than the stock igniter and coil.
* No exposed plug leads results in less interference to other electronics on the vehicle.
* Additionally, the Coil Pack Retrofit can drive a CDI controller if desired.

Requirements
* Hondata S300 system (not included).
* 4 x coils, Honda part number 30520-PVF-A01 (approx $60 retail and not included)

Optional parts
* 4 x coil seals, Honda part number 30522-RNA-A01 (approx $19 retail)

These coil seals provide a tighter fit than those supplied with the 30520-PVF-A01 coils.
Notes
* Resistor plugs must be used.
* The coils require a method of retention. B16A, B18C & F22A engines may use the stock plug cover. Other engines require an alternative method of coil retention (not supplied).
* This is a race product. Cranking times may be increased over a stock ignition set up.
* For detailed installation instructions click here.

FAQ
- Can I remove the distributor?
No. It is needed for the timing signals. See the CPR help file for more details.

CDI
- The Coil Pack Retrofit can be used with capacitive discharge ignition systems, such as M&W Pro-14, Autronic 500R or Motec 41011. Note that a CDI controller must be used - the Coil Pack Retrofit will not drive capacitive coils directly.
The CDI controller will be triggered from the Coil Pack Retrofit coil trigger outputs. The Coil Pack Retrofit produces a rising edge trigger for the coil packs, so the CDI controller should be configured to use a rising edge trigger.

Does this sytem work with any other engine management?
NOT AT THIS TIME. At this time ONLY hondata s300 works with it.
"The S300 needs to output a synchronization signal to the coil driver."
The system communicates with the ALTC (alternator control) output.

 

Any particular reason why this controller can't be used on other ROM editors like eCtune, Neptune, etc? Or is because the controller is produced by Hondata, they only advertise its compatibility with the S300?

 

Tell me it'll work with ectune????

 

At this time ONLY hondata s300 works with it.
"The S300 needs to output a synchronization signal to the coil driver."
The system communicates with the ALTC (alternator control) output.

 

Sweet! Shame it's only for Hondata though, kind of sucks that it requires the complete distributor. I'm guessing that it must run off a signal from the ignitor vs the TDC or CKP sensors.

 

Just what i wanted to hear.... I guess us Ectuner's have no hope...

 

Its only a matter of time for the other OBD1 tuning systems, ectune, neptune, etc. to figure out how to output the sync signal to run this setup.

 

This is pretty neat. I'm just trying think who will benefit from this that already has Ignition hardware.. i.e. M&W. etc..

 

so you have to purchase an s300....then this....then upgrade the s300 to run this....then you have to purchase the coils....and your still stuck using the stock distributor that will look like *** (hondata needs to make a replacement cap for the distributor thats just a cover plate before i would even consider this)

if you price this out its not worth it. EMS is a much better solution.

also 2 threads?
https://honda-tech.com/forums/all-motor-naturally-aspirated-44/new-coil-plug-hondata-s300-users-finally-here-2920561/

 

The s300 does not need to be upgraded to run this.

 

http://ec.car-hacker.net/product/dsd2/

here is another option for tuners and customers. It looks like hell but, sounds like this coil based system that hondata still requires the stock dizzy for the crank angle sensor.

 

I think signal comes from theICM output of the ECU. Not the igniter or ICM(located in the distributor). COPs have their own built in igniter.

 

The timing signal comes from the distributor, the CPR specs posted on phearable.net confirm that. What it doesn't post is what signal(s) the CPR module uses to convert into it's rising edge output for the coils.

 

Which would be helpful information to know.

 

wouldn't it be more beneficial to adapt something to get the signals from the crank? Eliminate the distributor completely and also eliminates timing belt variations.

Or just leave it stock as it seems to work well

 

The real benefit here is going to be on high HP cars...

No cap or rotor to wear out or get loose and fire the spark at erratic times (high rpm drift)

No ignitor or coil to fail...

You still probably won't be doing anything spectacular with cheap Chinese replacement dizzys and on the distributor you do use you'll have to take that extra step of actually checking the air gap clearances are within OEM spec on your CYP, CKP and CYL

 

im working on a crank trigger setup the simulates what the ecu needs to see from the distributor. anything that triggers off something driven by a belt will never be as accurate as something directly off the crank.

 

Yeah that's why I have veered from the Honda ECU for my build. I have moved on to an EMS where I can hopefully use the stock Honda sensors from the crank to run my COP setup. Costs 1/2 what this Hondata system would cost. However it takes some know-how!

 

The problem is, there are still millions of lines of code in the backend of the ROM that no one knows what they do (not Hondata, not Neptune, eCtune or Crome) so when the ECU is getting synthetic signals...something in the background may not like what it sees and wreak havoc.

 

Seems counter-intuitive. If you're going to run a crank trigger, why not opt for more resolution than a stock sensor can provide?

 

i dont care about the code....your looking at this from the wrong angle....all i care about is getting the same outputs that the distributor has. there isnt anything "magical" that goes on in the distributor

 

I'm going to give it a try using the S2K trigger & sensor. If that doesn't work out well. I have a 36-1 trigger wheel, VR sensor & mount ready to go.

 

damn have to wait until june though only problem i see

 

couldn't you just run an oem OBD2 b series crank trigger and get rid of the distributor? i thought the TDC output was the same for the distributor as it is on the OEM crank trigger... and it bolts right on

 

The sensor on the oil pump on a obd2 bseries is a crank fluctuation sensor, not a cylinder position sensor.