high volt ignition coils

[TitaniumTT]

Originally Posted by RICE RACING

Hi there, thanks for kind words

I have had plenty of people contact me about this system, even "prominent Australians" wanting to copy the set up, I don't have a problem if people want to mass produce the system, I designed and made that myself I'm sure someone else may make their own version or copy that one? either way I'm not fussed.

For your question on multi strike, yes it will just run out of time to do much after 3000rpm, all these modules have a set window of degrees of crank rotation to charge the capacitors and it greatly diminishes with increase crank speed, so whatever the crank angle specification for multi discharge to work over is the amount of restrikes will decay as rpm goes up. Sorry for the BDC touch type reply on this!

Hey Peter, I think alot of us are on the same page in terms of knowledge and theory, but we're looking at it for two or three different applications. My applications are also street driven, mostly street driven, no aux or water injection, just straight pump gas. That setup lends itself much more towards an inductive coil which as you put it

Originally Posted by RICE RACING

For CDI it is essential to have the restrike feature turned ON, you can have it off and you will see,feel and hear the difference in the idle quality and how the motor will run up to ~3000rpm, the multi strikes are not enough to make it equal a good inductive ign set up for burn quality/stability but it does make a big improvement over single strike CDI set up. I tested that on the Crane Hi6 LX92 CDI coil combo on may rotaries and also on the Dynatek system pictured above. Other systems have been tested as well and all showed the same or similar attributes.

So the next question is how much more torque are you gettin over 3k and is it worth some of the driveability hassels. I'm interested to see the difference between a good CDI and a good inductive are on the dyno in a 400hp engine. I don't believe that there will be a big difference between the two until the HP levels get really high.

Originally Posted by RICE RACING

Check for yourself and I love to hear your experience on it, that's what a good place like this is about is quality information being shared so we can all benefit from it.

Peter

Well said

[RICE RACING]

I have found it all comes down to the way you want to calibrate the engine, in short the more ign power you have (real delivered energy v's paper claim) the more flexibility you have to use all the tools at your disposal. I.E. Free ign timing setting, plug heat range, fuel mixture.

You are tuning the engine, not the lack of spark telling you how to tune it.

It's a balance to what you can afford, how it runs, how many plugs it chews through lol, how many CDI units melt in some cases too. I have found power losses ascribed to arbitrary things like ideal fuel mixtures etc don't take into account basics like ability to run much higher boost pressures (even on fuel alone) that more richness allows, its however not able to be exploited when you don't have the ability to initiate the combustion process.

The inner BDC in my typed that reply lol.