- Why do your ignitions cost more than those from other suppliers.
- Why don’t M&W ignition systems include a multi spark mode.
- I recently installed one of your ignition systems to cure a full boost misfire experienced with inductive ignition however now there is an occasionally misfires at part throttle.
- Will your CDI ignition help my car make more power.
- Why can’t I use your drag race ignition on my street car.
- Why does your 115mJ street ignition out perform other brands advertising greater energy levels.
- What ignition coils can I use with your CDI systems.
- Why don’t you advertise the output voltage for your ignition coils.
- Why do your instruction specify inductive ignition coils be wired in reverse.
- Which is the best configuration for waste spark installations, dual outlet coils or single coils wired in pairs.
- Do I need to change my timing after installing your ignition.
- We have conducted direct back to back comparisons between your ignition and other systems without seeing a discernable differences in performance.
- My spark looks weak (on one cylinder).
Q1. Why do your ignitions cost more than those from other suppliers.
A. Basically, you only get what you pay for. M&W products are manufactured, assembled and tested in Australia using processes exceeding OEM standards and often meeting Mil-Spec requirements. We do not farm out work to cheap overseas countries unlike most manufacturers of similar products. This is reflected in our customer base and the fact our products have been used in all forms of motorsport from Formula 1 down. 
Q2. Why don’t M&W ignition systems include a multi spark function.
A. Multi spark is not required for correctly designed & tuned performance engines also as the ignition system is unable to determine crankshaft position or engine rpm it can be very dangerous to allow uncontrolled sparking. The only safe multi sparking option is when multi trigger events are directly commanded by the engine ECU. The OEM industry generally agrees multi sparking is only effective when the second ignition point is less than 7 crank degrees after the primary one which equates to approximately 1500 rpm, above this speed the piston has moved too far for a second spark to be effective.
Q3. I recently installed one of your ignition systems to cure a full boost misfire experienced with inductive ignition however now there is an occasionally misfires at part throttle.
A. High HP street vehicles, particularly those running alcohol based fuels, have such a large fuel flow range that many single injector fuel systems are incapable of correctly metering fuel under all power conditions and in addition the larger flow fuel injectors being used often have inappropriate spray patterns for the inlet manifold design. The combination of these factors and poorly optimised injector phasing create a non homogeneous fuel mixture at part throttle which is difficult to ignite however inductive ignition with its longer arc time can mask the problem.
Q4. Will your CDI ignition help my car make more power.
A. A good ignition will allow an engine to develop its full potential and most modified engines benefit from an upgrade as the standard ignition systems are only marginal. To make best use of the extra ignition energy will require re calibration of the fuel and ignition systems.
Q5. Why can’t I use your drag race ignition on my street car.
A. Just as an engine can be built for a specific application so too can high power electronics. Our drag race systems were designed to provide the maximum energy level possible for short durations in a small compact package. To use them in a street car would simply exceed their design limits.
Q6. Why does your 115mJ street ignition out perform other brands advertising greater energy levels.
A. Effective ignition is all abut about transferring the maximum energy possible into an air/fuel mixture and the highly efficient and modern designs used by M&W ignitions along with an optimised ignition coil are significantly more efficient at performing this function.
Q7. What ignition coils can I use with your CDI systems.
A. Unlike many other ignition brands M&W cdi’s can be used with virtually any ignition coil and will even drive into a short circuit indefinitely without damage. To achieve the greatest energy transfer it is best to use an ignition coil specifically designed for CDI use. Some on-plug inductive ignition coils were not designed to work with the energy levels developed by M&W products and may fail prematurely possibly damaging other ignition components.
Q8. Why don’t you advertise the output voltage for your ignition coils.
A. Many people misbelieve an ignition coil will produce a certain voltage at all times and because of this unscrupulous suppliers quote ever increasing numbers to gain sales. In reality the coil voltage only reaches that which is necessary to cause ionisation and break down of the spark plug gap. Part throttle ignition may only require several thousand volts to achieve this however at idle and full power the coil voltage will rise significantly providing the insulation limit is not exceeded.
Q9. Why do your instruction specify inductive ignition coils be wired in reverse.
A. Hot surfaces emit electrons much more freely than cold ones so the correct sparkplug polarity is centre electrode negative and to achieve this with our ignitions they must be wired reverse to their inductive counterparts. In addition many new on-plug inductive ignition coils contain a diode in the HV output and with incorrect polarity this would greatly impair coil operation.
Q10. Which is the best ignition coil configuration for waste spark installations.
A. Dual outlet coils were never designed for performance applications making it impossible to achieve correct spark plug polarity in both cylinders. This is not the case for dual coils wired in parallel pairs.
Q11. Do I need to change my timing after installing your ignition.
A. All systems have differing delays between commanded ignition and fuel combustion which directly effects static and dynamic timing requirements. In addition changes in combustion speed will also require timing curve optimisation. It is therefore most important to always check your timing after ignition changes are made.
Q12. We have conducted direct back to back comparisons between your ignition and other systems without seeing a discernable differences in performance.
A. Please read 3, 4, 9 & 11.
Q13. My spark looks weak (on one cylinder).
A. The cdi output has a very fast rise time, short duration, high energy pulse of high voltage and the only way to determine if the spark is in fact weak would be through the use of highly specialised test equipment. The eyes’ optical response to the spark makes it appear different to that from inductive ignition however this is only an illusion. We know from our own testing that the sparks’ appearance often varies from one cylinder to another and this is usually due burning contaminants in the arc gap.