Agreed, your driver V
CE is a weird number. I dug-up a calc I did for EDIS coils with a Bosch 211 driver, and the value I entered was 1.2V. Also, the
Current Limit is what you are asking it to dwell the current to. Most "full-size" coils and packs need roughly 4 to 8 amps. I'd start a 3-ohm coil at perhaps 5A. [EDIT - "infinite dwell" often means you are asking the coil to do something it is not capable-of
] Small coils such as COP may need much more, and 10-15A is common in order to create enough energy.
Of-note is that common OEM COP coils generally (not a rule) output 1/3 to 2/3 the energy (in Joules) that typical modern distributor, coil pack and CNP coils do. Hence the need for lower primary resistance and amps for many of those. Also why they may have a trade-off in break-over spark voltage for a reduction in spark burn, or smaller spark gaps for lower voltage and desirable longer burn. That depends on your use and goals.
@JHolland may be correct about the inductance measurements, but whether lucky or random, the $10 ebay LCR meter has put me at-worst less than 0.3ms from published values or final-tuned dwell value. Whatever you buy may not, so IMO good to follow his advice to check for results. While the calculator can provide a reasonable starting point for tuning dwell; the greatest value for me however, is the easy relative curve I can create for % voltage correction.
Note the
Spark Plug & Wire Parameters is for both the wire and plug as a unit, so you can include the capacitance for both there. Having said that, also note that if you don't need the output results, then don't worry about those values. Just the coil primary and secondary values, and the important driver values to get the initial dwell value. Then change the voltage and do another one noting the dwell change for entering in your corrections table.
BTW without calc's, I tune dwell using @LPG2CV's basic method, and also verify it at WOT from idle, and through peak torque. I have found many engines see highest cylinder filling (greatest spark resistance up through peak torque or peak VE), showing short dwell as accel hesitation or a 'shuddering' of weak burns, more commonly than outright misfires. This also happens to be the area where many say (and I agree) that acceleration issues are as often ignition-related as they are fuel related.