(Paul,
I made this a separate thread so as not to derail the very important
discussion on your multi-fire ignition system.  Please feel free to
delete this post and don't add it to the newsletter "mass transmit"
unless you think it is worthwhile.)

Paul,

I hope the multi-fire ignition increases BSFC, and the redundancy is
always welcome in our aviation application.  One "failure point" remains the
leading plug.  While you are doing all this work with the multi-fire system,
is there a way to use the multiple-spark to enhance the ability of a rotor
to produce power with a failed leading plug (e.g. by varying the number and
timing of sparks to the trailing plug)?   I would guess not, as the plug's
location poses real limitations,, but I thought it was worth mentioning.


Sorry for the distraction . . .

Mark W.

I am not sure I follow your theme but the trailing plug can be fired
at the same time the leading plug is fired. The requirement is that it not
be fired say 30 degrees or more after top dead center so there is no
possibility of spit back or firing the following chamber. Any one crank angle
sensor can fire any number of coils. We have plenty of power in the 400 watt
inverter to spare. Just don't connect the last sensor in line to a coil connected
to the trailing plug.

This is still an experimental system and worth little if it does not
significantly reduce the fuel burn.

If it does reduce the fuel burn than further R&D is called for but that
would be something I would leave up to Mazda as it would be very costly
indeed requiring hours of dyno time. There are all sorts of possibilities
including more spark plugs. I would encourage AIXRO and Austro Engines for
example to install as many as four spark plugs per rotor in a rectangular
pattern in their new wide rotor engine designs now in the works.

IMHO we have just scratched the surface on possible ignition improvements
in the rotary. People need to realize that the rotating combustion
chamber is a whole new ball game.

Paul Lamar