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Date: Mon, 15 Nov 2010 07:34:00 -0500
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From: Gary Casey <casey.gary@yahoo.com>
Subject: Re: Upgrade your ignition and help LOBO
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Thanks to Mark and, was it Rob, for the information - one said one electronic 
systems give 70% of the improvement and one 90%.  I'd have to say I'm a bit 
skeptical of the 90%, but at least it seams to be more than 50% and that makes 
me more comfortable.  The biggest advantage of any of the electronic systems (in 
my opinon) is that they provide a spark advance that is a function of at least 
manifold pressure, giving an advantage any time the manifold pressure is much 
lower than maybe 25 inches.  But there is very little combustion taking place in 
the exhaust system regardless.  The reason the exhaust temperature rises is that 
more of the combustion occurs after TDC and that means less of the energy is 
being converted to work.  The down side of advancing the spark is that since 
more combustion occurs at the highest cylinder pressure, more heat is 
transferred to the cylinder head and piston.  The higher EGT's you see are 
directly related to lower engine efficiency, but in all cases probably 99.9% of 
the combustion occurs in the cylinder.  The Lightspeed system employs a 
capacitive discharge system and that will improve the ability to fire a fouled 
plug, but it will be less likely to be able to light an exteremely lean 
mixture.  The P-mag uses an inductive system and that will be better at lighting 
lean mixtures - but not so good at keeping a fouled plug working.

And is it a bad idea to disconnect the MAP sensor hose?  Well, like I said 
before, the only substantial difference will be found when operating at low 
altitude at part throttle and then the engine will just see less spark advance - 
about the same as with a mag.  Since my flying is done probably 95% at full 
throttle the overall "hurt" from disconnecting the hose will be small(pattern 
altitude is 8,000).  But I like the idea of watching the exhaust temperatures 
rise when I do a runup with either system shut off.  It's probably better to 
leave it connected, though.
Gary


"Mark Ravinski" <mjrav@comcast.net>
 
Listers,
One electronic ignition gives about 90% of the fuel  savings of having both.
The savings (and power increase) happen because  more of the fuel charge is 
burned in the cylinder and less in the exhaust  stream.  (I can't imagine it 
being a good idea to disconnect the MAP sensor  hose.)
Try doing a mag check at any cruise power setting  and watch CHT and EGT.  When 
one system is off, the CHT drops and the EGT  rises.  This shows that more fuel 
is being wasted and is burning in the  exhaust pipe.  When you shut down the 
system that is doing the most work,  you will see the biggest changes.
I have used ignitions from three makers and all  have had some issues.
So have the original mags of course.
 
My early Lightspeed system is pretty good but it  gets lazy at high altitude 
cruise LOP.
New plugs and expensive wires don't help  completely.  The coils check good.  
Klaus last said to check the  timing.....
If anyone can help me with this I'd appreciate  it.

Mark Ravinski


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<html><head><style type="text/css"><!-- DIV {margin:0px;} --></style></head><body><div style="font-family:bookman old style,new york,times,serif;font-size:12pt">Thanks to Mark and, was it Rob, for the information - one said one electronic systems give 70% of the improvement and one 90%.&nbsp; I'd have to say I'm a bit skeptical of the 90%, but at least it seams to be more than 50% and that makes me more comfortable.&nbsp; The biggest advantage of any of the electronic systems (in my opinon) is that they provide a spark advance that is a function of at least manifold pressure, giving an advantage any time the manifold pressure is much lower than maybe 25 inches.&nbsp; But there is very little combustion taking place in the exhaust system regardless.&nbsp; The reason the exhaust temperature rises is that more of the combustion occurs after TDC and that means less of the energy is being converted to work.&nbsp; The down side of advancing the spark is that
 since more combustion occurs at the highest cylinder pressure, more heat is transferred to the cylinder head and piston.&nbsp; The higher EGT's you see are directly related to lower engine efficiency, but in all cases probably 99.9% of the combustion occurs in the cylinder.&nbsp; The Lightspeed system employs a capacitive discharge system and that will improve the ability to fire a fouled plug, but it will be less likely to be able to light an exteremely lean mixture.&nbsp; The P-mag uses an inductive system and that will be better at lighting lean mixtures - but not so good at keeping a fouled plug working.<br><br>And is it a bad idea to disconnect the MAP sensor hose?&nbsp; Well, like I said before, the only substantial difference will be found when operating at low altitude at part throttle and then the engine will just see less spark advance - about the same as with a mag.&nbsp; Since my flying is done probably 95% at full throttle the overall
 "hurt" from disconnecting the hose will be small(pattern altitude is 8,000).&nbsp; But I like the idea of watching the exhaust temperatures rise when I do a runup with either system shut off.&nbsp; It's probably better to leave it connected, though.<br>Gary<br><div class="msgheader"><div class="subjectbar fontT2"><div class="clearFloat padding2px"><div class="padding2px"><br><div class="details"><div class="abook"><span>"Mark Ravinski" &lt;<a href="mailto:mjrav@comcast.net">mjrav@comcast.net</a>&gt;</span></div></div></div></div> </div> </div> 

 
<div class="plainMail"><style type="text/css">div { margin: 0px; }</style>


<div><font size="2">Listers,</font></div>
<div><font size="2">One electronic ignition gives about 90% of the fuel 
savings of having both.</font></div>
<div><font size="2">The savings (and power increase) happen because 
more of the fuel charge is burned in the cylinder and less in the exhaust 
stream.&nbsp; (I can't imagine it being a good idea to disconnect the MAP sensor 
hose.)</font></div>
<div><font size="2">Try doing a mag check at any cruise power setting 
and watch CHT and EGT.&nbsp; When one system is off, the CHT drops and the EGT 
rises.&nbsp; This shows that more fuel is being wasted and is burning in the 
exhaust pipe.&nbsp; When you shut down the system that is doing the most work, 
you will see the biggest changes.</font></div>
<div><font size="2">I have used ignitions from three makers and all 
have had some issues.</font></div>
<div><font size="2">So have the original mags of course.</font></div>
<div>&nbsp;</div><div><font size="2">My early Lightspeed system is pretty good but it 
gets lazy at high altitude cruise LOP.</font></div>
<div><font size="2">New plugs and expensive wires don't help 
completely.&nbsp; The coils check good.&nbsp; Klaus last said to check the 
timing.....</font></div>
<div><font size="2">If anyone can help me with this I'd appreciate 
it.</font></div><br><div><font size="2">Mark Ravinski</font></div></div><br></div><br>

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