Have some of these heatsinked coils I got set up yesterday, they've been running without issue...
After scanning the available literature, here is my current assessment.
Using Pertronicix's literature
LS1/LS6 # D580 -GM # 12558948-
30,000 Volts
LS2/LS3/LS7 # D514A GM # 12573190 -
32,000 Volts
LS Truck # D585 GM # 10457730, 12563293 -
35,000 Volts
Forum Post: Volvo's Bosch Coil -
32,000 Volts???, but unknown charge/dwell time.
Coil Charge Time:
LS2 takes 4ms at 14 volts,
LS9 takes 2.6 ms at 14 volts.
ROLLOFF - No matter whether you have a points ignition or an electronic ignition, both are inductive, and all inductive ignition systems are sensitive to what is called roll off. Somewhere between 3000 and 3500 RPM, the input current to the primary begins to drop off because the recharge time is insufficient.
Opinion - As based upon above, I would drop back to D514A coils with a wasted spark setup when LH 2.4 is driving coil's dwell-time. Using a board with a fixed dwell of 4-ms coil charge time with wasted spark setup, the LS9 coil at 2.6 ms charge time might work.
On a different note for wasted spark setup, GM produced ACDelco D576 and D555 for use in four cylinders and on their V6 engines.
Tech Info...
User Experience These coils are capable of 35,000 and upwards to 40,000 volts, but two ignition modules would have to be used. That said, knowing these coils dwell time to full charge would be relevant to know. This coil dwell time topic needs to be explored on these coils; asking the GM tech department for spec sheet may be the only way to know for sure. I know a performance tuner in another forum, and I will attempt to find out.
Caution Note - For a wasted spark setup, it would be better to let LH 2.4 drive the coils via two ignition modules. If a board fixed the coil's dwell time at 4-ms, then the timing pooch would be screwed. If a board allows 4-ms maximum timing, but allows ECU's coil dwell time to be processed when under 4 ms, then at higher Rpm, this board would work OK.
An EFI system sets the needed timing advance when it stops the coil charge time; when coil is no longer being charged, the coil's high-voltage output spark is being sent to distributor cap. Hence, the ECU's end of coil-dwell-time must be the trigger to allow the coil to discharge. Otherwise, the timing pooch is SCREWED
10.
At 900 rpm it takes 4.629 milliseconds for the crank to travel the 25 degrees from 10 degrees before TDC to 15 degrees after TDC. At 6,000 rpm this movement takes just 0.694 milliseconds. Remembering that the flame front has a constant burn rate then to have the flame front and piston converge when the piston is just after TDC requires the combustion process to start earlier in the cycle at higher rpm. Otherwise the piston would be lower down in its location before the flame front reached it.