Electronic Conversion Kit

^^And that is the thing^^ None of the type of data that would allow comparative coils to be subbed was ever published by Chrysler, and no surprise there. Simple DC current and resistance does not tell the story. The inductance of a coil along with other circuit variables, for example, determines the time constant which affects the change in current flow and saturation when substituting coils. Even something like an extra long harness, AKA let's say you had an oddball deal like a stern drive in a quite long boat, and of course the key is way up front or on a flying bridge. The combined length of the power circuit (without a relay--and including (in a boat) the grounding wire, might just have enough inductance to change the circuit constants.

Frankly, I think about the best someone could do--and even this might be affected by such things as modern chinese replacement ECUS--is to gather up several example ECUs and hopefully, "known correct" mopar coils and ballasts, along with prospective modern replacement coils, and test them in some way that would detemine spark ENERGY along with monitoring average and peak current, and temperature of major components such as the coil, ballast, and ECU switching transistor.

Remember, guys, you are treading on untested ground with this stuff.