One of the options for the multi-strike
 rotary engine ignition is to use an off the shelf
 DC to DC converter.
 www.Apowerdesign.com has a suitable product
 for about $150.
 Model number is S30-S300 The down side is 4 to 6 weeks
 delivery.

 It is probably more robust from an environment point of view
 and reliable than the 400 watt 12 volt to 220 volt
 AC car inverter. It is also much smaller at 2" by 2" by
 .5" and far far lighter at 2.6 oz.

 What do you think? Is it worth the extra $100 for a one
 rotor and $200 for a two rotor version.

 I could use just one for a one rotor ignition system.

 They do have a 150 V push pull unit in stock that will work
 if slightly modified called the S30-D-300 so I ordered one.
 I'll use that to build a prototype.

Paul Lamar

 I'm OK with it, I'll pay for reliability over cheapest
 option. The engine keeps you up there after all.
 C. Smith

 Hopefully these ignitions systems will pay for
 themselves in fuel savings if I am lucky :)

 Paul Lamar

Paul,
  Have to date kept right out of your ECU design as I am illiterate
in this sort of thing. However I was speaking to a very clever bloke ,
Rohan Ambrose of extreme Rotaries, here in Oz. (He claims to already know
you) He was talking about progressing to a direct fuel injection with air
injection as well. For that to happen he needs each trigger to set off 3 -
4
contacts at once. One for fuel and the rest for air. The technology he is
following is already out there, but never developed for a rotary. He has
had
it running already and at a Lambda of 17 !! Now we are talking economy !
Much more to it but very interesting. His big hurdle in an ECU that can do
all he wants. Can you get your ECU to trigger 4 outputs at once ??
  Also just how big an alternator is required for the Current ECU's ??
Tracy's or yours?
  Neil.

Sure no problem. Feed the output of a hall effect sensor to a
chip called a CD4050. This chip will run from 12 volts and has
six amplifiers in it. The input to the amplifiers can be
wired in parallel so each trigger can fire up to six devices.

Use the tiny hall effect sensors on a round PC board mounted
in front of the trigger wheel on the e-shaft. On a six inch
diameter you could have as many as 90 HE's spaced apart
at .2 inches. In other words one hall effect sensor about
every 5 degrees. No computer really needed but optional.

Have his electronic technician join the list and I can help
him as he sets it up. This is an open source project so there
are no secrets.

Paul Lamar


Neil,
Is he running the Orbital injector? I ask because the
timing is very important with them as you can't go
over 4 bar with the Orbital System. They also require
a air pump, which is obvious, but must be handled.
I sourced the Mercury 2-cycle version because at that
time the Orbital guys were full of themselves and
wouldn't sell you a starter for the system for less
than 22K US$! Current economy might have changed their
tune, not to mention the Siemens GDI system which works
as well or better and has fewer limitations.
Bill Jepson

PS. I still like the Mercury orbital pump for the
Orbital system on the Rotary because it has a built
in oil injector pump for two cycle oil. You can use
a separate oil tank if you don't want to mix oil in your fuel.


Cannot say just what he is doing in that regard.  What he did tell me is
that he is following the research done by Ralph Sarich who finally got his
engine running with a lot of corporate help.  I had no ides what ralph
invented except that he finally sold the lot to GM who promptly put it on
ice.
  However apparently all he developed was a fuel plus air injection unit
that works ideally with a two stroke which is the engine he finally sold the
rights to.  The system is absolutely perfect for the rotary as it injects
more air plus fuel after the intake is closed.  A combination of high fuel
pressure plus air make an atomization of such that you get a 100% burn of
the fuel, hence the low air to fuel ratio.  Ideally the injector fuel
pressure should be up towards the 350 pound mark which eliminates my
electric fuel pump and I suspect dictates a mechanical drive.  What he is
looking for is an ECU  where all parameters can be altered as he fine tunes
the fuel and air injectors.  He is closely watching current injector
technology which is improving rapidly.  He also made the comment that the
ideal place for the injectors is around the trailing spark position, but
that is just the wrong place for the apex seals.  He will get around to
further research when he gets more money, so all is just at the interesting
and ideas stage.  His engineering on the P port is a sight to behold.  No
welding, all sealed with o rings and loctite as well.  Unless the housing is
destroyed it cannot leak.  He has not tuned an RX8 with a p port yet so he
wants mine back when it is together to see just what he can get out of it on
his Dyno.
Neil.

There are any numbers of CPU's that will work if he can program
in assemble language. Is he a programmer?

Perhaps he is looking for a engine control computer off the shelf.
Take a look at Megasquirt.

Paul Lamar