CNP products for Mopars
Why go CNP?
Coil-Near-Plug is used on almost all modern engines. OEMs do this to virtually eliminate ignition noise from modern heavily computer populated cars. It eliminates the ignition coil and distributor, and it also allows for individual cylinder timing adjustments. Spark energy increases because the coils have plenty of time for dwell saturation regardless of RPM. And EFI datalogging is so robust that a separate data logger is not needed.
A Quick CNP Tutorial
The ECU must know when to fire each coil. There are two ways to do this:
Waste spark with missing tooth trigger wheel:
When the ECU sees the gap on a 36X or 58X trigger wheel it knows that the engine is coming up to TDC for either cylinder number 1 OR number 6 (assuming a 18436572 firing order). It cannot tell which coil to fire since both are coming up to TDC, but only one is starting the power stroke while the other is starting the intake stroke. So the ECU will fire BOTH #1 and #6 coils thereby wasting a spark. This is an acceptable technique that can be used if there is no cam sensor, however the trigger wheel must be a missing tooth style, and individual cylinder timing control is not possible.
Sequential spark using a CAM sensor:
A cam sensor generates one pulse, or edge, per camshaft revolution. This allows the ECU to be in sync with the engine’s cycle and fire only one coil, thereby not wasting a spark, and the ECU can also control individual cylinder timing.
Since the cam sensor synchronizes the ECU to the engine cycle the crank trigger wheel does not have to be a missing tooth style. A typical configuration would be a trigger wheel with four magnets and the pickup. However, you can use the 36X or 58X style wheels with a cam sensor as well. In fact, the missing tooth wheel is preferred because the timing is more accurate during rapid changes in engine RPM. Using a CAM sensor is better than the waste spark method.
This document assumes the use of the CAM sensor.
* EFI with CNP benefits for racers that you may not have considered.
$1500 for smart coils, wiring harnesses and sensors is roughly what a person would need to spend for a conventional system. A racing carburetor is well over $1000, a racing CD box is around $700, big coils are $300, a billet distributor is $400, while a belt drive distributor is $700. So if you are building a new engine you might as well go EFI with CNP and get the benefits from the get go.
EFI allows you to control timing, start retard, high-speed retard, two step, multiple rev-limits, timing retard for launch control, custom spark curves for boosted engines, nitrous control, turbo control, and extra timing at high vacuum conditions, (a billet distributor does not have a vacuum advance), and if you want start retard or high-speed retard you may need to buy extra modules. All these features plus accurate air fuel ratio control are built into the ECU for free. Individual cylinder control of both fuel and spark (with CNP) comes for free whereas doing this with a conventional system is almost impossible or very expensive.
Plus the fact that the built in datalogging negates the requirement for adding a separate data logging system. Some data logging systems exceed the cost of the EFI system so in that regard, EFI for a racer is actually cheaper, simpler to implement, lighter, and you can data log engine parameters that only the ECU would know about.
* Crank Triggers
If you already have an MSD style 4 magnet trigger you can use that with the Holley 554-118 3/4” Hall-Effect replacement sensor that screws right in.
If not, then you would purchase our 36X crank trigger AR402DM or the AR065 shown on the right, which includes a single V pulley and clears a stock water pump. Both use the Holley 554-124 12mm Hall-Effect crank sensor. They are 3/8" thick.
Crank trigger wheel is scribed with both sensor alignment and TDC marks. Super simple to install.
AR226M and AR065 shown
* AR065 Crank Trigger with Included Pulley
This is a trigger wheel that clears a stock water pump. The AR226M sensor bracket works with a stock timing cover (bracket has no pointer).
* AR177M Sensor Bracket
Shown is the AR402DM trigger wheel with AR177M with adjustable pointer. Use the AR226M if your timing cover has a pointer.
* Cam-Sync Sensors
The AR403RB or AR403B are cam sync sensors both RB and B engines. These will clear any aftermarket head.
* Harnesses and Coils
This shows the Holley Smart Coils along with the matching coil harnesses for either a Holley HP or Dominator.
556-112: Holley High-Energy smart coil.
558-312: Smart Coil Ignition harnesses
Note: The 558-312s plug into the coil connectors in the Holley main harness.
If your Holley HP or Dominator is not already set up for CNP, you would add the 558-307 which adds the CNP connectors without needing to replace the entire main harness..
AR438 is a spacer which moves the thermostat up one inch to provide room for a fuel injection coolant temp sensor (not included). The new EFI kits require a coolant temp sensor but factory water pump housings do not have an extra 3/8 NPT port available. This spacer provides an offset location so the coolant sensor will not interfere with the operation of the thermostat. The sensor location is tapped for 3/8 NPT and the bottom face of the spacer has an o-ring so no gasket is required. The top surface accepts a Mopar style thermostat and must be used with a stock replacement gasket.
Pricing for our Mopar CNP Cam-Sync module:
We manufacture what we believe to be the highest quality components for converting from an older distributor system to a new higher-energy CNP system. The key components are the crank trigger, the cam-sync sensor, and the coils. Our 36X crank trigger is the best there is, and there are numerous sources for the coils, but cam-sync sensors for Mopars have been non-existent, until ours. MSD has been supplying cam-sync plugs for most V8 engines but not for the Mopar contingent - until recently. MSD cam-syncs run about $250 and are fine products. Our AR403RB (&B) are priced at a slightly higher $299. So what’s the difference?
Our Hall-Effect cam-syncs generate a zero or a one for 180 cam degrees whereas the MSD generates a single narrow pulse. We did this to take advantage of the more sophisticated EFI systems that can use the high or low states to immediately determine the engine’s cycle. With this information the engine can be started quicker. All our products are machined, anodized, assembled and tested right here in the US. The cam sync sensor module is an OEM product that is readily available at any auto parts store and our pigtail harnesses are color coded to match your EFI system. Finally, our shaft does not spin a magnet, so it’s inherently in-balance. I have spun our cam syncs to 5000 RPM (10000 RPM crank RPM) with minimal detectable vibration.
* Holley HP or Dominator Kit
This is the complete kit that will work with either the Holley HP or Dominator systems. It is Plug-and-Play. Nothing has to be custom configured.
* Pinning and Depinning the
CSS-HPT Cam-Sync connector.
The connector is a robust piece but it's not obvious how to remove or replace a pin. Click below to download a detailed Word document that shows the steps.