Congratulation on your purchase of E3’s DiamondFIRE 6CDI Digital Capacitive Discharge Ignition Box. Contained in this package you should find the following contents:

One (1) 6CDI ignition control box One (1) Main harness One (1) Magnetic pickup harness One (1) GM HEI harness One (1) Hardware and mounting kit One (1) Set of anti-vibration mounts

WARNING: During any electrical system installation, always disconnect both battery cables, removing the negative cable first.

DIGITAL OPERTATION The E3 6CDI uses a high speed microprocessor to control the functionality of the box. This microprocessor constantly analyzes the input signals and makes extremely fast calculation for voltage, multi-spark and RPM limit. The control box has been designed with protection from EMI/RFI (static noise and interference).

Important Note: Do not use solid core spark plug wires. We recommend E3 DiamondFIRE Spark Plug Wires only. Important Note: Do not use digital or dial back timing lights.

HOW CAPACITIVE DISCHARGE WORKS With a factory stock inductive ignition system, the coil must store and step up the voltage in between each firing event. At higher RPM levels there is less time to fully charge the coil. The voltage then falls short of reaching maximum energy which results in a loss of power or top end miss.

The 6CDI is a capacitive discharge design that features a capacitor which is quickly charged with 500 - 550 volts and stores it until the appropriate time. With a CD ignition system, the input voltage to the coil is always at full power no matter what RPM level.

MULTIPLE SPARKS The 6CDI produces multi-sparks for each firing of the spark plug at lower RPM levels for easier starting, improved throttle response and efficiency. The number of multi-sparks that occurs decrease as RPM increases. The series of multi- sparks always occurs for 20° of crankshaft rotation. Above 3,000 RPM there is simply not enough time to fully recharge the capacitor to fire the spark plug more than once.

PROTECTION The 6CDI has built-in reverse polarity protection. This helps to protect the control box in the event of wrong power supply connection at the battery.

REV LIMITER The 6CDI features a built-in rev limiting control that provides a smooth and accurate rev limit by dropping the spark to individual cylinders. The RPM limit is adjustable in 100 rpm increments via rotary switches on the end plate of the control box.

CYLINDER SELECT The 6CDI features a cylinder select via a rotary switch on the end plate of the control box .

P a g e | 1

GENERAL INFORMATION

BATTERY The E3 DiamondFIRE 6CDI is designed for a negative ground, 12 volt electrical system and an engine equipped with a distributor. The 6CDI can be used with 16 volt batteries in a total lost charging system (no alternator). The digital circuitry will automatically compensate for voltage supplies of 9 - 18 volts while maintaining full output. Do NOT run the engine while the charger is hooked up to the 16 volt battery. The control box can be damage if more than 18 volts is applied to the heavy gauge Red lead. Be very careful when jump starting the vehicle as attaching the jumper cable incorrectly can result in a 24 voltage system. Make sure the voltage electronic regulator is working correctly. Do NOT use this ignition control box on a vehicle with a mechanical voltage regulator.

If you are not running an alternator, allow at least 15 amp/hour for every half hour of operation. The 6CDI uses about 0.8 Amps for every 1,000 RPM. If the 6 Series Digital Ignition is using the same battery as the starter or other electrical system loads such as an electric fuel or electric water pump, the amp/hour rating of the battery should be higher.

COILS The 6CDI can be used with most stock and aftermarket electronic ignition coils with a primary resistance of less than 0.7 Ohms. It cannot be used with a points style ignition coil nor can it be used with a ballast resistor. For maximum performance, you must use the DiamondFIRE High Output CD Coil part #E3.1451 in conjunction with the 6CDI. Do not use an ignition coil that had been designed for a drag race 7 Series ignition system . Make sure that the primary inductance of the CD ignition coil is 3 to 7 milli Herny’s – check with the coil manufacture if necessary. No wires other than the Black (coil -) and Orange (coil +) leads can be connected to the CD coils terminals.

TACHOMETERS The 6CDI has a gray colored Tach Output wire that provides a trigger signal for tachometers, a shift light or other add- on rpm activated devices. The Tach Output wire produces a 12 volt square wave signal with a 22.5° duty cycle.

Some vehicles with factory tachometers may require a Tach Adapter to operate with the 6 Series Digital Ignition. If your GM vehicle has an in-line filter it may cause the tachometer to drop to zero on acceleration. If this occurs, bypass the filter.

SPARK PLUGS AND WIRES Spark plug wires are very important to the overall operation of your ignition system. A high quality, spiral wound spark plug wire and proper routing are required to get the best performance from your ignition. Spiral core wires, such as E3’s DiamondFIRE Spark Plug Wires, provide a good path for the spark to follow while minimizing Electro Magnetic Interference (EMI). Solid Core spark plug wires cannot be used with the 6CDI.

Routing: Correct routing of the spark plug wires is also very important. Spark plug wires should be routed away from sharp edges and engine heat sources. If there are two spark plug wires that are next to each other on the engine and in the engine’s firing order, those spark plug wires must be routed away from each other to avoid inducing a spark into the other wire. For example, in a Chevy V8, the firing order is 1-8-4-3-6-5-7-2. The #5 and #7 cylinders are next to each other in the engine and in the firing order. The voltage from the #5 wire can induce a spark into #7 which will result in detonation and cause engine damage.

Spark Plugs: The correct spark plug type, reach and heat range is important when maximizing the performance of your engine. Visit www.e3sparkplugs.com to find the right plug for your application.

Welding: To avoid damaging the 6CDI, always disconnect both battery positive and negative wires as well as the tachometer ground wire when welding on the vehicle.

Distributor Cap and Rotor: You should install a new distributor cap and rotor when installing the 6 Series Digital Ignition. The distributor cap and rotor should be clean inside and out especially the terminals and rotor tip. A vented style distributor cap is best when using the 6CDI. This reduces the possibility of the air inside the cap from being electrically charged resulting in misfire due to crossfire. E3 manufactures a complete line of racing distributors. Visit www.e3sparkplugs.com for more information.

P a g e | 2

MOUNTING The 6CDI can be mounted in the engine compartment as long as it is away from direct engine heat sources. It is not recommended that the control box be mounted it in an enclosed area such as the glove box. Once a suitable location is found, make sure the harness lead wires can reach their connections. Also be sure that the rev limiter rotary program dials can be accessed. Hold the control box in place and mark the location of the mounting holes. Use a 3/16" drill bit to drill holes, install the vibration mounts and mount the control box.

WIRING The 6CDI uses a plug-in main wiring harness that connects to the ignition through a locking sealed Delphi header connector.

Power Leads: These are the two heavy 12 gauge wires used to connect directly to the battery. The ignition is load protected from reverse battery connections

Heavy Red: Connector directly to the battery positive (+) terminal or a positive battery junction such as the starter solenoid. Do not connect to the alternator.

Heavy Black: Connects to a good ground, either at the battery negative (-) terminal or to the engine block. Make sure that an engine ground strap is in place.

Red: Connect to a switched 12 volt source such as the ignition key or switch. This turns the 6CDI control box on and off. Maximum current draw is 0.25 mA.

Orange: Connects to the ignition coil positive (+) terminal. This is the ONLY wire that makes contact with the positive coil terminal.

Black: Connects to the ignition coil positive (-) terminal. This is the ONLY wire that makes contact with the negative coil terminal.

TRIGGER WIRES: Two different circuits can be used to trigger the 6CDI, the points circuit (the white wire) or the Magnetic Pickup circuit (the Green and Purple wires). Only one circuit can be used at a time.

White: Connect to the break points or electronic ignition module switched output. When this wire is used, the Magnetic pickup connector is not used.

Green & Purple: These wires are routed together in one harness as the magnetic pickup connector. The connector plugs directly into a distributor or crank trigger as well as aftermarket pickup. The Green wire is the negative (-) and the purple wire is the positive (+). When the magnetic pick harness is used the white wire is not used.

ACCESSORIES:

Gray: Tachometer output lead connects to the tachometer trigger wire or any other RPM activated devices.

Red & Blue loops; Not functional, since the cylinder selection is done via the rotary selector switch on the end panel of the 6 Series Digital Ignition Control box.

P a g e | 3

GENERAL WIRING INFORMATION

Wire Length: All of the wires of the 6CDI may be shortened as long as quality connectors are used or soldered in place. To lengthen the wires, use one size bigger gauge wire (10 gauge for the power leads and 16 gauge for the other wires) with the proper connections. All connections must be soldered and sealed.

Grounds: A poor ground connection can cause many frustrating problems. When a wire is specified to go to ground, it should be connected to the battery negative terminal, engine block or chassis. There should always be a ground strap between the engine and the chassis. Always securely connect the ground wire to a clean, paint free metal surface.

Ballast Resistor: If your vehicle has a ballast resistor in-line with the coil wiring, you must bypass or remove the ballast resistor.

Routing Wires: The 6CDI wires should be routed away from direct heat sources such as exhaust manifolds and headers and any sharp edges. The trigger wires should be routed separate from the other wires and spark plug wires. It is best if they are routed along a ground plane such as the engine block or firewall which acts as an electrical shield. The magnetic pickup wires should always be routed separately and should be twisted together to help reduce picking up any stray signals or electrical interference.

CLYNDER SELECT The 6CDI is designed to work on a distributor equipped engine. The cylinder selection is accomplished via the rotary switch on the left side of the end plate of the unit opposite the harness connector. Make sure that the engine is not running when you set the cylinder select dial. Simply rotate the dial to either: 4, 6 or 8 and make sure that the cylinder number is visible in the window of the rotary switch.

REV LIMITER The 6CDI rev limiter can be set from 1,000 to 9,900 RPM. The rev limiter selection is accomplished via a pair of rotary switches on the end plate of the unit opposite the harness connector. To adjust the rev limiter of the 6CDI the dial on the left is for 1,000 RPM increments and the one on the right is for 100 RPM increments.

Note: The engine can be running as you make adjustments to the rev limiter function.

Playback Tach: If you use a playback tach, be sure to check the high rpm value prior to turning the key to the On position. When the key is in the On position, the rev limit may override the tach memory.

PRESTART CHECK LIST  The only wires that should be connected to the coil terminals are the 6CDI Orange to coil positive and Black to coil negative.  The small Red wire of the 6 Series Digital Ignition is connected to a switched 12 volt source.  The 6 Series Digital Ignition power leads are connected directly to the battery positive and negative terminals.  The battery is connected and fully charged, if not using an alternator.  The engine is equipped with at least one ground strap to the chassis.  Confirm the cylinder select has been set properly for the engine in use.

THEFT DETERRENT The 6CDI can be wired to provide the easy installation of a theft deterrent kill switch.

For White Wire Trigger When using the WHITE wire to trigger the 6CDI, install a switch across the magnetic pickup VIOLET wire to ground. When the VIOLET wire is grounded, the vehicle will crank but not start.

P a g e | 4

For Magnetic Pickup Trigger When using the mag pickup to trigger the 6CDI, install a switch to the WHITE wire and the other side to ground. When the WHITE wire is grounded, the vehicle will crank but will not start.

TROUBLESHOOTING

Every DiamondFIRE 6CDI has undergone numerous quality control checks including a burn-in test period. If you experience a problem it is likely the result of an improper installation or poor connections. This Troubleshooting section has several checks and tests you can perform to ensure proper installation and operation of the 6CDI.

TACH/FUEL ADAPTERS ON FOREIFN VEHICLES If your tachometer does not operate correctly or if you experience a no-run situation with your foreign vehicle you probably need a Tach Adapter, part number E3.1442.

NO-RUN ON FOREIGN VEHICLES Some foreign vehicles with fuel injection systems may require a Tach/Fuel Injection Adapter to run with the 6CDI. This is because many of these systems use the same trigger source to operate the 6CDI, the tachometer and the fuel injection. This results in a voltage signal that is too low to accurately trigger the fuel injection system. This is especially true of Toyotas.

INOPERATIVE TACHOMETERS Try connecting your tachometer trigger wire to the Gray Tach wire of the 6CDI. This output produces a 12 volt, square wave (see page 2). If the Tach still does not operate, you will need a Tach Adapter part # E3.1442. There are two types of Tach Adapters depending if you are using the Magnetic Pickup connector (Green and Violet wires) or the White wire to trigger the 6CDI.

ENGINE RUN-ON If your engine continues to run even when the ignition is turned Off, you are experiencing engine Run-On. This usually only occurs on older vehicles with an external voltage regulator. Because the 6CDI receives power directly from the battery, it does not require much current to keep the unit energized. If you are experiencing run-on, it is due to a small amount of voltage going through the charging lamp indicator and back feeding the small Red wire even though the ignition key is turned off.

Early Ford and GM: To solve the Run-On problem, a 1A 100V Diode is supplied with the 6CDI in the hardware kit. By installing this Diode in-line of the wire that goes to the Charging indicator, the voltage is kept from entering the 6CDI.

Note: Diodes are used to allow voltage to flow in only one direction. Make sure the Diode is installed facing the proper direction. The wire on the end of the Diode with the printed ring should be connected to the voltage regulator.

Ford: Install the Diode in-line to the wire going to the “1” terminal GM: Install the Diode in-line to the wire going to “4” terminal. GM: 1973 - 1983 with Delcotron Alternators. GM: Delcotron Alternators use an internal voltage regulator. Install the Diode in-line on the smallest gauge wire exiting the alternator which It is usually a Brown wire. The wire on the end of the Diode with the printed ring should be connected to the alternator.

MISSES AND INTERMITTENT PROBLEMS Experience has shown that if your engine is experiencing a miss fire or hesitation at higher RPM levels, that it is most likely not the direct fault of the 6CDI. Most likely causes include faulty wiring, a coil or plug wire failure, arcing from the distributor cap or boot plug to ground or spark ionization inside the cap. Several items to inspect are:

- Always inspect the plug wires at the cap and at the plug for a tight connection and visually inspect for cuts, abrasions or burns. - Inspect the Primary Coil Wire connections. Because the 6CDI is a Capacitive Discharge ignition and it

P a g e | 5

receives direct 12 volt source from the battery, there will not be any voltage at the Coil Positive (+) terminal even with the key turned On. During cranking or while the engine is running, very high voltage will be present and no test equipment should be connected.

WARNING: Do not touch the coil terminals during cranking or while the engine is running.

- Make sure that the battery is fully charged and the connections are clean and tight. If you are not running an alternator this is a mandatory check. If the battery voltage falls below 9 volts during a race, the 6CDI output voltage will drop and the current draw will increase. - Is the engine running lean? Inspect the spark plugs and the complete fuel system. - Inspect all wiring connection for corrosion or damage. Remember to always use the proper connections followed by soldering and sealing the connections completely.

If everything checks positive, use the following procedure to test the ignition for spark.

CHECKING FOR SPARK

If triggering the ignition with the White wire: 1. Make sure the ignition switch is in the “Off” position. 2. Remove the coil lead from the distributor cap and set the terminal approximately 1/2" from ground. 3. Disconnect the 6CDI White trigger wire from the distributor 4. Turn the ignition to the On position. Do not crank the engine. 5. Tap the White wire to ground several times. Each time you pull the wire from ground, a spark should from the coil wire to ground. If spark is present, the ignition is working properly. If there is no spark skip to step 6.

If triggering with the Magnetic Pickup: 1. Make sure the ignition switch is in the “Off” position. 2. Remove the coil wire from the distributor cap and set 3. Disconnect the 6CDI White trigger wire from the distributor 4. Turn the ignition to the On position. Do not crank the engine. 5. With a small jumper wire, short the 6CDI’s Green & Violet magnetic pickup wires from the coil wire to ground. If spark is present, the ignition is working properly. If there is no spark skip to step 6.

6. If there is no spark: A. Inspect all of the wiring. B. Substitute another coil and repeat the test. If there is now spark, the coil is at fault. C. If there is still no spark, check to make sure there are 12 volts on the small Red wire from the 6CDI when the key is in the On position. If 12 volts are not present, find another switched 12 volt source and repeat the test. D. If, after following the test procedures and inspecting all of the wiring, there is still no spark, the 6CDI is in need of repair. See the Warranty and Service section for information.

P a g e | 6

P a g e | 7

P a g e | 8

P a g e | 9

P a g e | 10

P a g e | 11

P a g e | 12

P a g e | 13

P a g e | 14

P a g e | 15

P a g e | 16

P a g e | 17