Wildcat 240 Ignition Performance: Standard vs PVL Ignition Coil Comparison

Wildcat 240: Ignition Timing Performance & the Standard vs. PVL Ignition Coil Showdown

Video Credit Red Beard's Garage

Previously, we upgraded the Wildcat 240 with a forged 72mm piston and an extended connecting rod—yielding solid gains of approximately 0.25 lb-ft in torque and 0.25 hp in peak output. Now, we shift focus to ignition: comparing the stock ignition coil against EC’s PVL CDI ignition paired with an SK300 billet flywheel—but first, the stock setup undergoes testing again under full timing advance.

There were concerns that we weren’t unlocking the full potential of the engine in previous tests, and we wanted to ensure a fair comparison between the standard ignition system and the PVL ignition system. To address this, we decided to test the standard coil setup with a straight-up timing key, which would give us a consistent 34° of total ignition timing.

For full transparency, it’s important to note that most stock ignition coils tend to retard timing under operating conditions. When you observe the timing with a timing light, you'll notice that the ignition timing can drift by 4 to 8 degrees in some cases. This is why many billet flywheels are designed with advanced timing—to compensate for the timing retardation that occurs in stock systems. 

Ideally, if ignition timing were fixed(non-retarding) we should see similar results with less aggressive timing. Which is what we expect to see when testing the PVL Ignition coil. 

Testing Standard Ignition vs PVL: Unleashing the Engine's Full Potential

1. Ignition Timing Basics: 28° vs. 34°

Starting with the stock coil and flywheel, we tested two timing configurations:

• 28° total ignition timing — using a 6° offset key
• 34° total ignition timing — straight key

Why adjust timing?

• Detonation risk: Increased timing and compression necessitate high-octane fuel (91–93). Too much timing with insufficient fuel quality can lead to blown head gaskets, destroyed pistons, rods, and bearings. If you are having these issues you need to reduce timing, compression and use higher octane fuels
• Kick-back dangers: Advancing timing(firing the spark plug sooner) increases the risk of the flywheel pushing back against the recoil starter—potentially causing sprained shoulders or damaged starters.

Results:

• At 28°, the Wildcat produced 15.46 lb-ft at 5,400 RPM and 17.47 hp at 6,400 RPM.
• At 34°, torque rose to 15.71 lb-ft, and power jumped to 18.49 hp at 7,100 RPM—an increase of 0.25 lb-ft and 1.02 hp. Notably, peak power moved up 700 RPM, and power across the band improved (e.g., 18.25 hp at 6,400 RPM). Ignition tuning clearly matters.

2. PVL Ignition: Dynamic Timing and Performance Stability

Next, we swapped in the PVL CDI ignition with the SK300 billet flywheel. Check out our blogs for the PVL Ignition coil and instructions for the SK300 for more technical information about those products. The test results:

• 27°, 30°, and 33° ignition timing—approximating the standard coil’s 28° and 34° settings.

Performance Outcomes:

• 30°: 15.85 lb-ft torque at 5,200 RPM; 18.31 hp at 7,500 RPM—slightly higher torque 200 RPM sooner, with horsepower 400 RPM later.
• 33°: 15.83 lb-ft at 5,400 RPM; 18.41 hp at 7,500 RPM—virtually equivalent peak performance, with similar usable RPM.
• 27°: 15.77 lb-ft at 5,100 RPM; 18.15 hp at 7,100 RPM—similar to 30° & 33° output but slightly less power and narrower power band.

Conclusion: The PVL ignition delivers consistent power over a broader timing range. This forgiving behavior helps maintain performance while mitigating detonation and kick-back risks.

3. Performance Highlights: Standard Coil vs. PVL Coil

The PVL system may not eclipse the standard coil in absolute peak HP, but it wins in torque delivery and usable power range—especially between 27° and 33°, showing a clear mid-range performance boost.

4. Starting Reliability & Practical Benefits

• The PVL system incorporates automatic timing retard (~20° from static timing, 30 -20 = 10°) below 1,000 RPM, minimizing kick-back during pull starts. As RPM increases, it transitions to full advance—making starts smoother and more consistent.
• It delivers a stronger, faster spark, which:
• Fires more reliably under high cylinder pressures
• Handles richer fuel mixtures better (e.g., during cold starts)
• Improves startup consistency and speed, particularly in colder conditions or with engines that tend to flood easily
• In side-by-side comparisons (video available), the PVL-equipped engine started far more effortlessly, even catching the Red Beard off-guard.

5. Head-to-Head: Wildcat 240 vs. Top Builds

Here’s how the Wildcat compares to other top-performance engines using straight timing keys:

Wildcat 240 Torque & Powerband Advantage vs Predator 224 and Other Top Builds

The Wildcat 240 consistently leads in peak torque across all ignition configurations—whether using 28°–34° timing with the standard coil or 27°–33° with the PVL ignition. This early and strong torque delivery is a direct result of its larger displacement (240cc) and the aggressive Reaper camshaft, which work together to produce superior low-end grunt and broader usable power.

In terms of peak horsepower, all of the top engines tested—including the Wildcat 240, Predator 224 Stage 4, and Tillotson 236R—achieve over 18 horsepower, with less than a 0.75 hp spread between them. These peak figures occur within a tight RPM window between 7,000 and 7,700 RPM.

While the Predator 224 Stage 4 shows a slight edge in peak horsepower—0.25 to 0.44 hp more than the Wildcat 240—the Wildcat counters with 0.7 to 0.84 lb-ft more torque. This torque comes earlier in the RPM band, giving the Wildcat a broader power curve and better acceleration characteristics.

Looking at the RPM spread between peak torque and peak horsepower, the Wildcat 240 enjoys a wider band—100 to 700 RPM broader than its rivals. Reviewing full dyno runs reveals that the Wildcat 240 consistently delivers higher horsepower and torque from 2,000 RPM up to 7,000 RPM, where the Predator 224 reaches its peak. For example:

• At 3,700 RPM, the Predator 224 produces 8.59 lb-ft / 6.17 hp
• The Wildcat 240 at the same RPM range delivers:
• 12.79 lb-ft / 9.15 hp (Standard Coil)
• 12.67 lb-ft / 8.93 hp (PVL Ignition)

This illustrates the Wildcat’s superior low-end and mid-range power, offering a significant performance advantage in real-world driving or racing scenarios.

Additionally, the Wildcat 240 with the PVL ignition setup remains more affordable than the Predator 224 Stage 4 build—making it not only a better value but also a more balanced and versatile engine for both competitive kart racing and high-performance builds.

6. Final Thoughts

• Ignition tuning is critical to unleashing performance. A move from 28° to 34° unlocked noticeable power gains on the Wildcat 240.
• The PVL CDI system offers not only consistent performance across timing ranges but also enhanced drivability and startability—especially under pull-start conditions.
• When compared against similar competitive builds, the Wildcat 240 (especially with PVL ignition) holds its own—delivering standout torque and a stronger overall power curve at a lower cost.