The Restoration Plus Series premium black 12-volt ignition coil is engineered specifically for Chrysler 6-cylinder and V8 applications. Compatible with both original breaker-point ignitions and aftermarket electronic conversion kits, this coil combines authentic OEM appearance with upgraded internal construction for superior durability, heat dissipation, insulation integrity, and high-voltage reliability.
It is designed as a direct replacement for the original Chrysler Essex-type coil (part number 2444241) and other coils in the 1.2–1.8 ohm primary resistance range. This is the clean non-printed version with no date code, making it perfect when a plain, service-style replacement is preferred. Fits existing original-style coil brackets.
M&H Part Number: 40093
A genuine alkyd tower, drawn brass high-voltage terminal, and machined brass primary terminals combine correct factory looks with excellent conductivity and corrosion resistance.
A seven-section bobbin secondary winding, a design rarely found in traditional canister-style coils, helps preserve insulation integrity for improved long-term reliability.
Every component was chosen for what it contributes, not what it costs. Together, they create an ignition coil built for exceptional reliability, authentic appearance, and the higher standard of craftsmanship expected from a premium ignition coil.
The primary winding creates the magnetic field that produces spark energy. Precision CNC winding provides consistent turn spacing and uniform tension, preventing crossed turns and localized stress points that can compromise insulation over time. Lower-quality coils may rely on hand winding, resulting in jumbled or wild-winding construction with crossed turns, uneven tension, and less consistent quality.
This is the feature that keeps this coil from being just another replacement part. Instead of stacking the secondary winding in continuous layers, the seven-section bobbin separates it into insulated sections that reduce electrical stress and help dissipate heat to preserve insulation integrity. While common in modern ignition systems, this design is rarely used in traditional replacement coils. It adds complexity and cost, but delivers a level of reliability ordinary layer-wound coils cannot match.
See how the advanced seven-section bobbin secondary compares to the layer-wound secondary used in most traditional canister-style coils.
Premium high-permeability silicon transformer steel laminations help concentrate magnetic flux while reducing losses within the core. The result is more ignition energy delivered where it matters, at the spark plug.
Often eliminated in lower-cost coils, the internal steel sleeves help complete the magnetic circuit by providing a return path for magnetic flux. This improves magnetic coupling and directs more energy through the core assembly while reducing stray fields that can contribute to EMI and RFI interference. It is a component a customer may never know is missing, but one that helps separate a premium ignition coil from an ordinary replacement.
A genuine alkyd tower, drawn brass high-voltage terminal, and machined brass primary terminals combine authentic OEM appearance with excellent electrical conductivity and corrosion resistance. Many replacement coils achieve lower prices by substituting aluminum high-voltage terminals, steel primary terminals, and generic plastic tower materials. The result is a coil that looks correct for the car show while delivering modern levels of reliability for everyday use.
Most replacement coils use a flat can bottom because it is less expensive to produce. Our coil incorporates an embossed bottom that adds structural rigidity, helps prevent oil caning, and faithfully reproduces the original appearance, one of many details that reflect a commitment to authenticity and craftsmanship. The heavy-gauge steel housing and oil-filled construction work together to draw heat away from the windings more effectively than epoxy-filled designs, while oil also provides a self-healing insulating medium and avoids the thermal-cycling stresses associated with rigid epoxy encapsulation.
* Society of Automotive Engineers, Ignition System Measurements Procedure, SAE Recommended Practice J973a (Warrendale, PA: SAE, 1973).
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