ESE's works engine tuner

**wobbly** · 17th June 2012, 11:48

I used NGK R7376-10 racing plugs ( I use them in everything ) as these are same plug as is sold in the shorty version for
GP bikes with special cap for silly money.
But these plugs are normal body size,and have the Iridium electrode and Platinum small ground wire for around 40usd.
The NGK racing plugs have special resistors in them.
The 5K plug with no cap resistance and Magnecor 10mm wire works a treat with no RF problems for the Ignitech.

I use Ditex ignition test gear into my laptop.
Here is a video of the twinfire with Crane PS92N enormous cdi coil, on my test rig with CR125 stator/rotor/reg/cap.

http://www.youtube.com/watch?v=pA6kjjEMiaw&feature=plcp

**husaberg** · 17th June 2012, 11:51

Originally Posted by wobbly

I used NGK R7376-10 racing plugs ( I use them in everything ) as these are same plug as is sold in the shorty version for
GP bikes with special cap for silly money.
But these plugs are normal body size,and have the Iridium electrode and Platinum small ground wire for around 40usd.
The NGK racing plugs have special resistors in them.
The 5K plug with no cap resistance and Magnecor 10mm wire works a treat with no RF problems for the Ignitech.

I use Ditex ignition test gear into my laptop.
Here is a video of the twinfire with Crane PS92N enormous cdi coil, on my test rig with CR125 stator/rotor/reg/cap.

http://www.youtube.com/watch?v=pA6kjjEMiaw&feature=plcp

Is that a vacumn cleaner rheostat running the rig.

You had spoken of it before looks cool.

**wobbly** · 17th June 2012, 12:17

Its a vacuum cleaner motor with a light dimmer rheostat and reverse switch for speed and direction.
Small toothed belt drive so I can use a big degree wheel on one end of the shaft and the ignition on the other to check timing curves..
Shaft slides in and out on eccentric lock bearings to position the rotor correctly.
I have seen nicer rigs using spindle moulder motors, but the old Hoover motors are free.

**husaberg** · 17th June 2012, 13:21

I had never noticed this circuit before (WELL IF I HAD I HAD FORGOTTEN ABOUT IT)

http://autospeed.com/cms/A_110548/ar...popularArticle
http://autospeed.com/cms/title_The-e...9/article.html

The eLabtronics Voltage Switch is a brilliant device - no matter what the car or its modifications.
And why is it brilliant? Because it allows you to trigger devices using any car sensor that outputs a voltage. Those sensors include airflow meters, throttle position sensors, fuel level senders, temperature senders (both for the dashboard gauge and ECU), oil pressure senders and a whole lot more.
Don’t see any uses?
Well, whatever variable is already being sensed (whether that’s engine load, engine temperature, oil pressure, etc) can now be used to additionally switch something on and off.

http://autospeed.com/cms/title_The-e...0/article.html

Last week in The eLabtronics Pulser, Part 1 we introduced the eLabtronics Pulser, a cheap and easy to connect pre-built electronic module that allows you to pulse lights, horns, pumps, etc. It’s ideal for alarm applications, flashing high-powered LEDs and a host of applications.
Briefly mentioned in that introductory story was that while the Pulser is normally switched on by connecting its Input terminal to power, the Pulser actually turns on when the voltage on the Input rises above about 2.6V.
This seemingly minor point is very important, as it allows the Pulser to be automatically triggered by changing light levels, temperature or even the output of an engine management sensor.
For example, the Pulser can be configured to automatically start flashing lights when it gets dark, pulse an intercooler water spray (eg for 5 seconds every 15 seconds) when the intercooler gets hot or engine load is high, or even pulse a warning lamp when the outside temp drops to near zero (eg to warn of black ice on the road).
It can even be triggered when the difference between two temperatures exceeds a certain amount!

http://http://autospeed.com/cms/title_The-eLabtronics-Pulser-Part-1/A_110512/article.html
http://http://autospeed.com/cms/title_The-eLabtronics-Pulser-Part-2/A_110547/article.html

**TZ350** · 17th June 2012, 17:46

Originally Posted by wobbly

Re ignition advance and burn duration - the theoretical consideration or advantages or not of this stuff doesnt matter a shit. It all comes down to at what point you fire the spark.

Thanks Wob for the informative reply.

My interest was, a more reliable fire starter.

My thinking was that if I was going to connect both channels of the Ignitech to a single coil, then I was interested in seeing what arrangements were possible, like staggering the discharge events.

And would that increase the statistical likelihood of getting the fire properly alight in the combustion chamber at the time required and do so for each and every engine revolution.

**bucketracer** · 17th June 2012, 21:11

Measuring the primary DC resistance of a coil does not tell you much about its inductance, burn time or the energy release.

A way of evaluating different coils is by measuring their stored energy.

http://www.dtec.net.au/Ignition Coil Energy Testing.htm

Ignition coil stored energy is measured in milli Joules (mJ) and is relatively easy to measure with some simple DIY equipment. Coil energy encompasses time, current and voltage characteristics. Stored energy is a very important factor, it relates directly to spark intensity and burn time. Very few people seem to realise how simple it is to measure and what an important aspect of an optimum ignition system it is, electrical engineers dealing with automotive ignition systems certainly do!

Click image for larger version.

Name: Ignition%20Coil%20Energy%20Testing.pdf
Views: 64
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Fire the coil into the Zener string and measure the voltage across the shunt resistor on an oscilloscope. Determine the spark current and duration based on the shunt resistor value and use the following calculation.

Calculate energy with:
½ x duration x (spark current at start + spark current at end {which is basically 0}) x Zener voltage

eg. 0.5 x 0.01s x 0.02 A x 792v
= 0.0792 Joules
= 79.2 mJ

This tester does not measure coil voltage output of the coil, it is for measuring stored energy which, as stated, is extremely valuable information.

...........

My guess is that measuring stored energy is for normal points type ignition coils and that you could use this setup for measuring energy released in a coil by a CDI to evaluate different coils and wiring/phasing arrangements for your IgniTech.

**wobbly** · 18th June 2012, 15:51

Thats a pretty cool test device for coil performance.
I was simply looking at the discharge time and the current drawn by the ECU - that is nuch better.

Off subject a bit but shit I love CNC bits - here is a rear caliper mount for the 400 F3 done directly off the solid model.

**Brian d marge** · 18th June 2012, 16:57

Originally Posted by wobbly

Off subject a bit but shit I love CNC bits - here is a rear caliper mount for the 400 F3 done directly off the solid model.

ok warm fuzzy feeling ..keep talking , who , how , how much ......etc

Stephen

all ears

**speedpro** · 18th June 2012, 17:44

Originally Posted by wobbly

Thats a pretty cool test device for coil performance.
I was simply looking at the discharge time and the current drawn by the ECU - that is nuch better.

Off subject a bit but shit I love CNC bits - here is a rear caliper mount for the 400 F3 done directly off the solid model.

Nice.

Of course if it was going to be used on a bucket you'd have to drill a few holes in it

**wobbly** · 18th June 2012, 20:23

Well the flat centre diaphram area is only 1mm thick,so no holes needed.
I did the SolidWorks model and emailed it to a tame cnc man that bunged it thru Gibs to create a tool path - he wants several Ignitecs for gyro engines.

**twotempi** · 18th June 2012, 20:43

Wobbly - Your CNC'ed bracket is for a 400 F3 what ?? Ducati ??

**Brian d marge** · 18th June 2012, 21:27

Originally Posted by wobbly

Well the flat centre diaphram area is only 1mm thick,so no holes needed.
I did the SolidWorks model and emailed it to a tame cnc man that bunged it thru Gibs to create a tool path - he wants several Ignitecs for gyro engines.

Can you translate?
Stephen

**speedpro** · 18th June 2012, 21:27

Originally Posted by wobbly

Well the flat centre diaphram area is only 1mm thick,so no holes needed.
I did the SolidWorks model and emailed it to a tame cnc man that bunged it thru Gibs to create a tool path - he wants several Ignitecs for gyro engines.

That'd be Mr Neil Hintz??