Colin, if you had the oppertunity to see the system in Serg's plane, you would see how simple it really is. You literally just remove it from the donor motorcycle and install it on the motor of your choice( any motor, any number of cylinders. By just seperating the power supply to the seperate ignitions, you end up with a totally seperate ignition system for every two cylinders (for odd number of cylinders just leave off one of the plug leads). In the case of a VW I doubt that you would be able to stay in the air with two cylinders but with the corvair 3100 that I should be getting soon, if one of the three independant ignitions should fail I would be left with the equivalent of an out of tune type IV VW to take me home! That system in Serg's plane has done probably in the region of 600 hrs + without as much as a hickup. It also needs zero maintenance except to check the electrical connections now and then.Thats reliability in my book! It even has centrifugal advance!! It doesn't get much simpler than that. Regards Dene Collett KR2SRT builder South africa Whisper assembler See: www.whisperaircraft.com
mailto: [email protected] ----- Original Message ----- From: "Colin Rainey" <[email protected]> To: <[email protected]> Sent: Sunday, December 25, 2005 02:42 Subject: KR> Corvair ignition > Dene > If you are going to go to that much trouble with the ignition system, when there is very little faults with the original system, and a Petronics electronic update from either Summit Racing or Clark's Corvairs will eliminate any other normal failure. Modern electronic ignition systems do not just "quit" as in days gone past, if it is a quality system. > > You can use an external GM crank sensor, or cam sensor, and install a 3 tiered trigger system, then have 3 GM late model capacitive coils which is what they use on the Aerovee VW engine, and trigger each one individually, hooked up to the 2 companion cylinders so that one is firing on the exhaust stroke while the other is firing on compression stroke. The only problem with that type of simple system is it is fixed timing, unless you figure out how to incorporate an ignition module. Since caps, rotors, and normal use distributor shafts don't fail in use suddenly, but rather deteriorate slowly over time, a pilot will notice they are wearing out before failure. Therefore, that is ALOT of engineering to go through for very little pay off, and will definitely hurt peak performance. > > Most sudden failures of ignition systems today are actually systems that have been ignored, and driven with for some time, until the vehicle will not operate any more. From my observation here, KR pilots are ALOT more conscientious and will abort takeoffs and determine the problem, instead of flying anyway, and "worry about it later" attitude. > > If it makes a difference I will be flying behind a single ignition system, of electronic type, and vacuum advance distributor, and expect with regular maintenance and attention to have the same reliability as I have in my driveway... > > Merry Christmas from our family to yours, including our "new baby boy" Zeus, a 2 pound miniature Doberman/rat terrier mix. > > Colin Rainey > [email protected] > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to [email protected] > please see other KRnet info at http://www.krnet.org/info.html >
