> > > Paul,
> I recently had a chance to snag a complete LS-7 coil
> pack set with the
> D-585 coils. Here are a couple of photos of how it
> would fit if
> mounted near the 13b. There is substantial benefit
> gained by leaving
> the coil pack intact. The wiring harness is
> vibration proof and
> requires wiring to only one connector. The spark
> plug wires have the
> impedance matching spring and EMI shield on them. > The weight including
> the wires is approximately 5 lb. Here are the
> numbers on the individual
> parts:
> > Wire harness: 6071
> > Mounting bracket for all four coils: 4201504
> > Coil: L34A29 over 1057 two coils, and R34A29
> over 1057 other two
> coils (The four coils are identical in appearance. > One coil has a
> sticker marked 4A29), the steel mounting clamp
> around each coil
> 19005218
> > Plug wire: coil boot Delphi 403, wire AC Delco
> 9079, no marking on
> spark plug end
> > harness plug coil end: Delphi PBT (4 conductors:
> Bk, Br, Pnk to all
> coils, then Rd, Bl, Gn, Vio to respective coils)
> > harness jack main connector: no id marks (7 > conductors)
> > inventory tag?, tape wrapped on harness: 15423372
> > weight complete: approx. 5 lb
> > > Aubrey
> > The big question is are they going to live being
> pulsed
> twice as often as on the V8? We need to set up a
> test rig
> and measure the temperature rise on the coil as a
> function
> of pulse rate. The rotor fires once per rev while
> a cylinder fires once every two revs.
> -- > Paul Lamar ...No rotor no motor.
> > The Rotary Engine NewsLetter. Powered by Linux.
> ACRE NL web site.
http://www.rotaryeng.net <http://www.rotaryeng.net/>
> Copyright 1998-2006 All world wide rights reserved.
> >
paul,
i would like to know why gm decided to use single
coils per cylinder, was it performance reasons or just
for marketing? on their 4 and 6 cylinder engines they
use waste spark coils, one per every two cylinder, so
they do spark every revolution. and of course the old
v8 distributer engines used a single coil sparking 4
times per revolution.
as you've written before the big difference between
automotive and aircraft is that the automotive engines
are designed to only run at low power low rpm for
extended times versus the high power high rpm use in
aircraft. i suspect, as was mentioned before, that
putting the coils in a cool air stream will take care of
any potential heating problems. in auto use these
coils sit under hood in a very hot area.
gary
The new one plug per cylinder coils are a lot smaller than the
old big and heavy dist coil enclosed in a metal container
containing oil.
Those old engines had red lines of 4500 RPM.
Paul Lamar
Paul and Gary,
One good reason NOT to use the two lead coils in our application is
spark plug endurance. Most of the two lead coils use a floating
secondary. (easy to tell by using an ohm meter between the outputs and
then ground.) A floating secondary will fire one of the two spark plugs
backward. Backward firing usually causes the center electrode to erode
more quickly. DO NOT use finewire center electrode plugs with the two
lead coils as the center electrode will wear VERY quickly. When at
Kawasaki we found this problem often. The center electrode begins to
look like a small mushroom. The rotary has enough plug problems without
this due to the high firing rate. There are two lead coils that don't
use a floating secondary, so check your coils electrically with a volt
meter. IF your high tension leads aren't grounded, they are sure to be
floating. FWIW. One really nice coil I got to test was the ferro-fluid
filled coil-on-plug system used on turbo SAABs. I don't remember if they
had a trigger transistor circuit built in though. Very small and
effective. these would be easy to bracket on the cold side of a rotary.
Bill Jepson
The Rotary Engine NewsLetter. Powered by Linux.
ACRE NL web site.
http://www.rotaryeng.net
Copyright 1998-2006 All world wide rights reserved.