I used left and right hand threaded rod ends so a simple
twist of the brass rod adjusts the timing over a
wide range.
The other thing I did is pilot the trigger
mechanism on the internal bore of the e-shaft pulley. Just so
happens this is 2.75 inches ID so 2.75" OD 1/8 inch
wall aluminum tubing worked perfectly. The run out
is less than .001".
The 1/4 inch plate rod end bracket uses the bolts that normally
holds the apex oil seal metering device. Nobody runs this
in aircraft or race cars so they are convenient and available.
People mix 2 cycle oil with the fuel.
We are scheduled to test the complete Lamar Instruments
ignition system at the Sebring race in Florida on the 19th
of July in an E Production RX7 SCCA road racer.
Show up Lynn Hannover :)
Paul Lamar
Paul,
Considering that this is all prototype stuff, it looks good.
The question that you seem to not be looking at is how to automatically
adjust the advance. No doubt you lie awake at night like all us us trying
to get over that hurdle. Talking to race guys here they seem to disregard
the trailing plugs at revs, so your invention I suspect will revolutionise
that aspect together with now needing only one plug. Then in racing or
working hard they regularly advance the timing to 35 plus BTDC. Are you
getting to be able to adjust the timing for the race? You obviously have
your head rammed solid with the race coming up, but I finally take
possession of another motor about the time of the race, so can sit back and
await the results before I have to decide what ignition system I use.
At this stage you are booked for your talk at Narromine Aust on the Sat
morning. Those in Aust take note as this is an opportunity not to be
missed. Without checking the calendar I think it is Sept the 13th. More as
detail come available.
Neil.
A lot of people that road race in the US use a fixed 22 BTDC. That is
the first I have
heard variable timing used for road racing. Street applications are another
matter.
For aircraft use at high altitude (low manifold pressures) above about
15,000 feet it can be manually advanced to as much as 50 degrees BTDC.
You need to lean the engine anyway so also advancing the timing is not
that much
of an imposition. AC magnetos are fixed at 22 BTDC.
The Lamar Instruments Chev V8 ignition applications have mechanical
variable
RPM timing and vacum advance built in to the distributer. In theory it
is possible
to add that to this device.
After I get the turbo compound 3 rotor running and tested and the RV4
running on
this ignition system I might have time to do a user programmable EFI
in MikroBasic with open source code. Quite similar to Meqasquirt but
much, much easier to program. Of course it will control the ignition timing.
The user will have to learn how to program in BASIC. If a BASIC programmer
out there wants to work on this project I may front the ARM hardware. It
must be in Mikro BASIC or I am not interested.
I'll have to generate enough cash flow to hire people to manufacture
the ignition system. Right now I am assembling all of them myself. No
employees yet.
Paul Lamar
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