who sells the adaptor for gn to type II coils?
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Dave_Harris
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I have everything u need. Just took it off my 86. Includes MSD coils.
PM me if interested.
PM me if interested.
http://www.installationinstructions.com/FYI/ccci-info.pdf
Part number from GM for the plate is lower left hand corner of this PDF.
Part number from GM for the plate is lower left hand corner of this PDF.
novaderrik
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i believe AC Delco has the wire adapter harness, and pretty much any 3.8 powered car built in the 90's has the mounting plate..
davelostmissing
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It was my understanding the correct module plugs right in and the incorrect one is just incorrect.
Are you saying the ones that don't fit can utilize wiring adapters?
i got a coil packs, module and harness off of a series 2 in a 98 grand prix gtp
davelostmissing
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The only Type II module that will work on the turbo engine is the one used on the 86 FWD Buick. It has a black connector on it, one of the 14 pins missing, and will plug right in to the GN wiring. The base plate adapter is still available from GM, so it's plug-and-play.
No other Type II module will work for the turbo engine.If the Type II module has a gray connector, it's designed for the 18x and 3x crank signals - which the turbo Regal doesn't provide.
That said, there is really no advantage to using the Type II system and from a high-HP view, it's not as powerful as the OEM Type I system. And, if you are considering using a junkyard pull on your turbo Regal, you're wasting your time and money. USE NEW PARTS on your car, preferably OEM NOS parts. Especially for the ignition system.
No other Type II module will work for the turbo engine.If the Type II module has a gray connector, it's designed for the 18x and 3x crank signals - which the turbo Regal doesn't provide.
That said, there is really no advantage to using the Type II system and from a high-HP view, it's not as powerful as the OEM Type I system. And, if you are considering using a junkyard pull on your turbo Regal, you're wasting your time and money. USE NEW PARTS on your car, preferably OEM NOS parts. Especially for the ignition system.
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Not as powerful? Hmm, is there any data to back this up?
No advantage? Price, availability and a better module. Also the option to replace individual coils.
Looks like we do agree on one thing though, always use new ac delco ignition parts.
Rick
No advantage? Price, availability and a better module. Also the option to replace individual coils.
Looks like we do agree on one thing though, always use new ac delco ignition parts.
Rick
As far as my opinion goes, I did the comparison tests on the bench several years ago using a variable power supply, oscilloscope, and 3/8 in. spark gaps. This is what I found:
The Type II system shares a module feed internally with the coil feed, hence, the missing power feed pin in cavity P. By comparison, the 86-87 turbo setup has a separate feed for both the CCCI module and the CCCI coils. Sharing those feeds (in the Type II system) induces too much RFI noise into the module circuit which shows up on the scope and creates a "misfire" during high RPM testing on the bench. This condition gets considerably worse when the battery voltage drops below 11.5 volts. Why they shared the power feeds when the II module was designed, I'll never know, but IMO it's essential that you have separate feeds to the system as it keeps the RFI to a minimum. The Type II design is obviously improved, using three separate - and individually replaceable - coils, but that system was not designed for high HP performance, and it does not measure up to a Delco OEM turbo system. As for secondary voltage, the Type II put out 4% more than the OE Delco Type I coil - but its advantage was crippled by the electrical noise.
It's great for the NA 3.8 FWD that it was designed for. But it just falls short for our turbo engines.
The Type II system shares a module feed internally with the coil feed, hence, the missing power feed pin in cavity P. By comparison, the 86-87 turbo setup has a separate feed for both the CCCI module and the CCCI coils. Sharing those feeds (in the Type II system) induces too much RFI noise into the module circuit which shows up on the scope and creates a "misfire" during high RPM testing on the bench. This condition gets considerably worse when the battery voltage drops below 11.5 volts. Why they shared the power feeds when the II module was designed, I'll never know, but IMO it's essential that you have separate feeds to the system as it keeps the RFI to a minimum. The Type II design is obviously improved, using three separate - and individually replaceable - coils, but that system was not designed for high HP performance, and it does not measure up to a Delco OEM turbo system. As for secondary voltage, the Type II put out 4% more than the OE Delco Type I coil - but its advantage was crippled by the electrical noise.
It's great for the NA 3.8 FWD that it was designed for. But it just falls short for our turbo engines.
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Interesting.
You have a conversation.
You have a conversation.
XXQUICK6XX
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Good info John.
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Just for the record here. I been running type II ignition for some time. When installed I saw improvements across the board. Idle, cruise, lean cruise, spool up and wot all improved. I run 25 psi boost through gn1's past 6500rpm without skipping a beat. 
RL
RL
Just for the record here. I been running type II ignition for some time. When installed I saw improvements across the board. Idle, cruise, lean cruise, spool up and wot all improved. I run 25 psi boost through gn1's past 6500rpm without skipping a beat.
RL
how do you know it wasnt skipping a beat? these cars can be pretty fast on 4 cylinders
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