Are there any newer Ford EDIS modules that can be used and do I
 need any   of   the other parts of the ignition system ?   The
 biggest junk yard here doesn't have any cars later than 1996.
--
Karibian
 Karibian, 1995 is the last year for the stand alone EDIS system which
started in 1988 as the replacement for the DIS system. In 1996 the
EEC-Iv
engine computer (60 pin connector) was relaced by the EEC V (104 pin
connector) which had the edis function added to the engine
 computer. For   a   rotary you need a 36 tooth reluctor wheel, two
 VR (variable reluctance)   pickups and two EDIS-4 ignition
 controllers a 4 coil pack (Ford or   Accel),   and the plug wires.
 mount the VR sensors 7 degrees apart so that one   EDIS   fires 20
 degrees BTDC and the other set fires at 27 degrees BTDC,

Have aslotted hole mounting plate for the VR sensors for +/- 4 degrees on
 the   fixed timing. Feed the two EDIS modules on separate breakers
 for a   completely redundant ignition. Power will be down some on a single
ignition.
 The application of these parts is well documented all over the
internet, you should research this yourself for a better understanding
of
how many teeth before TDC the missing tooth of the 36 tooth
 sprocket is   mounted, clearance of the VR sensor, 8000 RPM limit of
 operation. This   is   a   very simple reliable system with only a
 few wires to sort. Thed EDIS 4   module is available new from
 autoparts stores for about $37, Accel coils   packs are about $69
 and the VR sensor is about $18 Everything new for a   redundant 2
 rotor with plug wires is about $240.   I plan on using a Ford EEC IV
 system on the four rotor and am   using   the EDIS 8 to get enough
 trigger signals to match the 80MM MAF sensor   and   eight 19 pound
 injectors and two EDIS 4 modules to run the ignition   separately so
 that the EEC IV computer max RPM function won't reduce theignition

timing. Except for an inline potentiometer on the MAF 4.7 volt
maximum input to allow lean cruise mixture the EEC IV will be all
 stock   programming.
 george grimes
 Wouldn't this setup have wasted spark on the trailing plugs? I thought
that was a no-no. Maybe I'm visualizing what you're saying wrong.
 Everett
 Everett, I am proposing using two of the EDIS controllers , one
 at 20   degrees and one at 27 degrees BTDC firing two plugs each
 from the 4 coil   pack. I intend to drill a piece of aluminum
 barstock tapped with 4 blind   holes for the waste spark plugs to
 complete the coil circuit. These will   be   the waste spark plugs.
 There is a signal generated by the EDIS sensing   the   field
 collapse of the coils to verify that the plugs are firing. If aplug

doesn't fire for a few seconds The EEC-IV would let the EDIS
 run on it's   10   degree BTDC Since I am using the two ignitions
 with fixed advance. I am   not using the variable ignition advance
 so there is no connection to the   ECU making the check signal
 redundant.The waste spark plugs may be   necessary for the tach
 output from the EDIS to be correct. The EDIS also   fires 3 times
 below 1800 RPM and once after that RPM.
 george grimes
 Ah, got it. Thanks.
 Everett
 George,
 Thanks for the explanation. Sounds like a very economical simple
 system,   with redundancy, and all off-the-shelf parts. What's not
 to like?
 Mark S.
 Not enough sparks per combustion event :)
First cost would be lower but one might make it up
long term with a dual or triple MSD.
 Paul Lamar
 Paul,
 Couldn't the Ford EDIS be fed into an MSD ignition module to
 produce a   multi-spark ignition system?
 Mark S.
 Yes but you don't need it. Just three low cost ABS sensors in the
 three   rotor case with one just tit on the trigger wheel will do
 the job.
 In Tracy's system if it puts out 3 pulses to fire the LS1 coil
that can be conditioned to fire 3 MSD systems.
 Paul Lamar
 Paul,
 Sorry, in my last post I was thinking of an automotive
 application rather   than a/c.
 I've been re-reading your information on your 220v inverter multi-
 spark   ignition system.  That would be a big improvement over the
 single-spark   LS1   approach.
 Mark S.
 You may have missed it but MSD rated the multi spark at 3000 RPM limit
with an 8 cylinder, 6000 with a 4 cylinder and 12,000 RPM with
a 2 cylinder or one cylinder 2 stroke or a one rotor. All firing
once per rev.
 -----------------------------------------------------------
Quote:
 Dear Sir:
 After conferring with the engineer I transferred you to yesterday,
  I was   opposite of where I needed to be.
 He explained that he actually hooked up a 6A unit, basic CD ignition
with no rev. limiter or cylinder select function. On an 8 cylinder
application the multi-spark reduced to one spark at 3,000rpm.
 When he tested for the 4 cylinder application the multi-spark
 doubled to   6,000.
 He surmised that on a 2 cylinder application, the multi-spark
 would   disappear at double that r 12000 rpm.
 This was on a four stoke application.
 He did say that he wasn't sure about a Wankel application and was
waiting for a call from you to discuss some issues.
 That engineers name is Rick Bennett, his extension is: 2402
 Sorry for the confusion. I apologize.
 Thanks,
Rick Jage MSD Tech
 end quote
--------------------------------------------------------
 My system would work better as the sparks are more widely spaced
but three MDS units one for each rotor is almost as good.
http://www.rotaryeng.net/Why-CDI.html
 Paul Lamar
 Paul,
 So then, for a 3-rotor, using six individual MSD-6A modules would
 provide   a multi-spark ignition good for up to 12k rpm.  As the MSD-
 6A weighs 3 lbs   each, that would be 18 lbs. of added weight not
 counting the coils.  I'm   curious if its possible to use one MSD-6A
 per rotor to fire a dual tower
(wasted spark) coil to fire both the leading and trailing plugs
 on the   same   rotor?  Probably not.
 Mark S.
 You got me there Mark. I think Lyn Hanover mentioned that.
 Yes here it is:
 quote:
"The top pick up for the front housing and the lower pick up for
the rear  housing. Have the MSD drive a double ended MSD (or other
suitable) coil to fire  both plugs at once.  No advance curve is
required. The engine will start and run fine with
anything from 20 to 27 degrees of advance."
end of quote.
 -----------------------------------------------------
 That 220 volt power supply weighs only 2 pounds so my system
would be lighter in weight. Less the coils of course.
 Paul Lamar
 Whose quote was that?
 Mark S.
Disregard... I see that it was Lynn's quote.  But reading it a few
 times,  it  appears that he's describing a wasted spark system.  I
 am wondering if one  dual-tower coil (fired by an MSD) can fire both
 plugs on the same rotor.  That's how I ran my 3-rotor on test stand,
 but didn't have any way to tell  if both plugs actually fired
 together or not.  I would need a scope to tell  for sure.
Mark S.
Not wasted spark. Both upper and lower plugs fire
   at the same time but only on the rotor that is ready.
Paul Lamar

 I trust Lynn's information.  If he says it will work, then it will work.

 I could use my triple pickup CAS.  (I still need to look around in
 my parts bin for it.)  I know it will work for triggering the three
 MSD-6A's because I ran it years ago using three GM ignition modules
 and three GM (Buick) dual tower coils.  The only difference here is
 that I would substitute three MSD-6A's for the three GM ignition
 modules.  And as Lynn suggests, use three MSD coils.

 Firing only one rotor each, the MSD's shouldn't have any problem providing
 multiple sparks up to max rpm (7500).

 Mark S.

  How well will these coils stand up when they are firing two plugs in the
compressed mixture. With two gaps full of air molecules that are resistors,
the firing voltage will be higher. In an a/c application at cruise, the
continuous load over hours should heat the coils up and reduce life
expectancy. In a race car, there is short bursts of full throttle and then
Deceleration. This allows some cooling.

Dale Davies

Good question but the second gen double output coil held up real well in AC
use and they can be used with MSD systems. Just the ballast resistor burned
out in aircraft use. Actually a cap discharge system is easier
on the coils. You can unbolt and disconnect  them from the 2nd gen igniters
and used them as CD coils.

If you can get them on e-bay for a good price snap them up.

Paul Lamar