---------------------------------------------------------- Engines-List Digest Archive --- Total Messages Posted Wed 04/28/04: 3 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 05:41 AM - Re: Fuel injection/ electroncs ignition (Archie) 2. 03:04 PM - Re: Fuel injection/ electroncs ignition (steve korney) 3. 03:25 PM - Re: Fuel injection/ electroncs ignition (Archie) ________________________________ Message 1 _____________________________________ Time: 05:41:27 AM PST US From: "Archie" Subject: Re: Engines-List: Fuel injection/ electroncs ignition --> Engines-List message posted by: "Archie" > --> Engines-List message posted by: Kent Ashton > > You're correct, I think, but this is essentially what the retard (impulse) > mag does. The impulse mag delays the spark until TDC rather than letting it > go at 22 BTDC, same as the LSE system. However, the electronical ignitions > put out an impressive fat spark whereas the mag is a little wimpy at low > RPM. > > That said, I used to hand prop my O-320. I thought adding an LSE was going > to make it a breeze to hand prop, but it still wasn't a piece of cake when > the weather cooled off. Not until I added a primer system did it reliably > hand-start in a pull or two. I'm running two LSEs on an O-360. It always > starts in 2-3 blades (with a Starter). > --Kent Exactly why generator type mags were dropped in favor of electronics in racing. As demands for more fuel consumption became manifest, ignition intensity also had to improve. Spark gaps of .080 to .100 are achievable with electronic ignition. Try that with a mag, and it won't start. Also, remember what the purpose of the impulse coupling is. It winds the armature up during the startup procedure, and then releases it to generate a spark at cranking rpm. This is not a problem with electronics. Spin a mag by hand, then do the same with an electronic trigger, and it will be obvious which item creates additional parasitic drag on the engine When people eventually demand power and economy, pulsed injectors as used in automotive, will be common, and there will be no need for a mixture control. Archie Frangoudis Archie's Racing Service ________________________________ Message 2 _____________________________________ Time: 03:04:39 PM PST US From: "steve korney" Subject: Re: Engines-List: Fuel injection/ electroncs ignition --> Engines-List message posted by: "steve korney" Archie... If you could have a timing curve on a IO-360, what would it look like at full throttle from say 1000 rpm's to 2700 rpm's...? And "0" advance at start-up. Best... Steve ________________________________ Message 3 _____________________________________ Time: 03:25:58 PM PST US From: "Archie" Subject: Re: Engines-List: Fuel injection/ electroncs ignition --> Engines-List message posted by: "Archie" > --> Engines-List message posted by: "steve korney" > > Archie... > > If you could have a timing curve on a IO-360, what would it look like at > full throttle from say 1000 rpm's to 2700 rpm's...? And "0" advance at > start-up. > > > Best... Steve Cannot honestly answer that, Steve I have only varied timing with engines on the dyno, and they had full electronic ignition. Others have been set using factory settings. I will say this: If you have a good efficient pressure cowling, or a water cooled engine, a slight advance will show up as a slight performance improvement. Archie