Quote:
Originally Posted by NoDOHC
The toggle doesn't help me at all, as it still uses a common line to send out the ignition signal. This means my coils still get a drastically too-short charge time, even while being nowhere near to being saturated.
At 9,000 rpm, I get a maximum charge time of 2.8 ms (3.3 ms - 0.5ms discharge time). This will barely fire the engine.
Example of ignition signal:
3000 rpm
------------Leading -------------------Trailing--
___________|---------|___________|---------|
6000 rpm
--Leading ----Trailing--
_|---------|_|---------|
9000 rpm
-Leading-Trailing--Leading-Trailing
_|-----|_|-----|_|-----|_|-----|
Both the leading and trailing coil take a similar output from the ECU (just differing in the split angle), Thus the toggle signal is meaningless for the signal.
What I need is a "Smart" ignition system (that controls dwell independant of signal charge time). I can easily build a circuit that divides a signal to multiple ignitors based on the toggle output.
|
Forget inductive.
What you NEED is complete CDI system. Always running very high chamber pressure, with lots of fuel and water injected I have trialed every CDI offering on the market (or so it seems) also all the "hottest" inductive types, and many things in between from boosted primary to "Don Mega" coils snake oil and various guru's claims.
In the end CDI on a Wankel Engine wins hands down. You only need to follow Mazda to see this
but some of us need to find out our selves too
If you want to know my recommendation feel free to PM me and I will gladly pass it on.