Im trying to write a code to emulate how CDI works(on a dr125 engine using PIC programming). The purpose of the program is to produce a time delay for spark to occur surrounded by the ignition system. As the engine starts, pulses from the alternator assembly via the pulser coil(positioned at 36degree BTDC) will be collected. The time from the 1st and 2nd pulse will determined the speed(RPM) of the engine.Based on the RPM, the program will call a suitable delay effectiveness for spark to occur. This means that spark will merely be produce after the 2nd pulse.In reality, the magnet that excites the pulser can be anywhere when you start the engine.If the1st and 2nd input pulses are for rpm calculation and spark is produce at the 3rd input. Theres 50% kismet that it not at compression/power stroke.Since the alternator takes 2 revolution to complete a combustion cycle (induction, compression, power, exhaust stroke). How do you know if the sparks output is at the right moment?(at compression,before power stroke)
your engine uses a "WASTED SPARK" system
which means that the plug sparks every rotation of the engine not simply on the power stroke but at the top of the exhaust stroke too. This ensures the engine scavenges every bit of unburnt fuel from its system..
So the spark head or the ignition impulse will always relate to the engines rotation ie 1 fad = 1 rotation..
This could be used to drive a digital tachometer or a timing light. Ignition will be advanced from between 6-12 degrees formerly TDC when running Retarded to between 3-6 degrees after TDC for starting... So your delay will oscillate with RPM increase it isn't a static point. The variables for your pic programme would need to be accurately calculated for respectively RPM rating of the engine.. Do you have the time to do this?
Alternately is to MAP the existing CDI output at various RPM and copy this map, consequently write the PIC programme for this existing MAP. then modify to your needs.. Something I would not look forward to doing.. Give me a instruction manual advance lever anyday.. :-)
Phillip P is almost right, in over 50 years of this stuff, never saw an ignition event go off After TDC! The timing he gives for After, is about correct for Before TDC. If this is a 2 stroke, nearly 20 degres Before TDC is usual, if a 4 stroke, around 36 degrees BTDC..
Tomcotexas.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
Answers: A timing frothy is normally used to determine if the spark is occurring at the correct moment. Here is an example.
http://www.costplustools.com/store-produ...
your engine uses a "WASTED SPARK" system
which means that the plug sparks every rotation of the engine not simply on the power stroke but at the top of the exhaust stroke too. This ensures the engine scavenges every bit of unburnt fuel from its system..
So the spark head or the ignition impulse will always relate to the engines rotation ie 1 fad = 1 rotation..
This could be used to drive a digital tachometer or a timing light. Ignition will be advanced from between 6-12 degrees formerly TDC when running Retarded to between 3-6 degrees after TDC for starting... So your delay will oscillate with RPM increase it isn't a static point. The variables for your pic programme would need to be accurately calculated for respectively RPM rating of the engine.. Do you have the time to do this?
Alternately is to MAP the existing CDI output at various RPM and copy this map, consequently write the PIC programme for this existing MAP. then modify to your needs.. Something I would not look forward to doing.. Give me a instruction manual advance lever anyday.. :-)
Phillip P is almost right, in over 50 years of this stuff, never saw an ignition event go off After TDC! The timing he gives for After, is about correct for Before TDC. If this is a 2 stroke, nearly 20 degres Before TDC is usual, if a 4 stroke, around 36 degrees BTDC..
Tomcotexas.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
Phillip P is almost right, in over 50 years of this stuff, never saw an ignition event go off After TDC! The timing he gives for After, is about correct for Before TDC. If this is a 2 stroke, nearly 20 degres Before TDC is usual, if a 4 stroke, around 36 degrees BTDC..
Tomcotexas.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
What is the correct inches/slack for a...
I'm trying to find an affordable contribution...
your engine uses a "WASTED SPARK" system
which means that the plug sparks every rotation of the engine not simply on the power stroke but at the top of the exhaust stroke too. This ensures the engine scavenges every bit of unburnt fuel from its system..
So the spark head or the ignition impulse will always relate to the engines rotation ie 1 fad = 1 rotation..
This could be used to drive a digital tachometer or a timing light. Ignition will be advanced from between 6-12 degrees formerly TDC when running Retarded to between 3-6 degrees after TDC for starting... So your delay will oscillate with RPM increase it isn't a static point. The variables for your pic programme would need to be accurately calculated for respectively RPM rating of the engine.. Do you have the time to do this?
Alternately is to MAP the existing CDI output at various RPM and copy this map, consequently write the PIC programme for this existing MAP. then modify to your needs.. Something I would not look forward to doing.. Give me a instruction manual advance lever anyday.. :-)
Phillip P is almost right, in over 50 years of this stuff, never saw an ignition event go off After TDC! The timing he gives for After, is about correct for Before TDC. If this is a 2 stroke, nearly 20 degres Before TDC is usual, if a 4 stroke, around 36 degrees BTDC..
Tomcotexas.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
Where can I find the book utility...
Answers: A timing frothy is normally used to determine if the spark is occurring at the correct moment. Here is an example.
http://www.costplustools.com/store-produ...
your engine uses a "WASTED SPARK" system
which means that the plug sparks every rotation of the engine not simply on the power stroke but at the top of the exhaust stroke too. This ensures the engine scavenges every bit of unburnt fuel from its system..
So the spark head or the ignition impulse will always relate to the engines rotation ie 1 fad = 1 rotation..
This could be used to drive a digital tachometer or a timing light. Ignition will be advanced from between 6-12 degrees formerly TDC when running Retarded to between 3-6 degrees after TDC for starting... So your delay will oscillate with RPM increase it isn't a static point. The variables for your pic programme would need to be accurately calculated for respectively RPM rating of the engine.. Do you have the time to do this?
Alternately is to MAP the existing CDI output at various RPM and copy this map, consequently write the PIC programme for this existing MAP. then modify to your needs.. Something I would not look forward to doing.. Give me a instruction manual advance lever anyday.. :-)
Phillip P is almost right, in over 50 years of this stuff, never saw an ignition event go off After TDC! The timing he gives for After, is about correct for Before TDC. If this is a 2 stroke, nearly 20 degres Before TDC is usual, if a 4 stroke, around 36 degrees BTDC..
Tomcotexas.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
I want to carry a motorcycle? is...
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
What is the best amateur sport bike?
Phillip P is almost right, in over 50 years of this stuff, never saw an ignition event go off After TDC! The timing he gives for After, is about correct for Before TDC. If this is a 2 stroke, nearly 20 degres Before TDC is usual, if a 4 stroke, around 36 degrees BTDC..
Tomcotexas.
Actually the wasted spark have nothing at all to do next to reducing emmisions. It's been on bikes forever and is now found on cars. Why on cars? That route they don't need a distributor, cap, rotor, the shaft that runs it, gears machined to formulate it go, etc. That's the same use they were used on 4 cylinder bikes, no need for a distributor.
With an elder 6 cylinder car like a GM, you enjoy three twin lead coils and three magnetic pickups, pulse generator or whatever you want to call them located close the crankshaft. That's it. In fact, I put GM coils on my bike for extra ignition power.
As far a variable ingition timing, my '84 Kawasaki uses the system you're conversation about. It uses electronic signals from an electronic vacuum sensor to advance or retard the point of ignition. It uses engine rpm to adjust the dwell angle to amass juice at low rpms and provide plenty of spark at high rpms. As far as the actual circuitry involved, that's beyond me.
Resolved Questions
- How to kick near 4-wheeler?
- What are the pros and cons for...
- Why does YesImAuto.com suck very soon. Are...
- Are the majority of HD riders Republican...
- How to kind a gas powered scooter?
- What is the correct inches/slack for a...
- Easy Rider Movie- What are the 2...
- A KX500 or one of the 450f...
- What Wrong next to my Kawasaki ninja...
- Helmet if you dont own a clue...