A Call to LSE helped clear up some questions:

Q: Does the dual LSE system rely only on the primary sensor for timing=20= so=20 that both sides would be sync'ed?

A: No, each side uses its' related sensor for timing. If a sensor= =20 fails, the dual system will use the information from the remaining operating= =20 sensor. Each side communicates with the other and that is how a timing= =20 difference between the two can be displayed.

Q: I note that when I use the mag hole sensors, I have to correct the=20 displayed timing if I have, as suggested, retarded the timing by setting the= =20 apparent TDC 5 degrees after the true TDC because of high compression. = Why=20 not so with the crank sensor?

A: The Mag hole sensor is fixed at detecting 45 degrees before TDC and=20 TDC. Based on sensor position (and other factors), the BTDC timing is=20 computed and initiated at the correct moment. The system still=20 thinks true TDC is TDC, thus the displayed valued must be mentally= =20 adjusted. If the engine base timing is 25 BTDC, the crank sensor magne= ts=20 are 45 degrees apart unless it is a high compression engine where=20= the=20 lead magnets would be placed at 40 BTDC. In this case, the computed an= d=20 displayed timing is the true timing.

Q: Why is the display RPM so different than that shown by my VM system=20= and=20 what should I do about it?

A: There seems to be an effect from the hookup to the digital VM R= PM=20 back into the LSE unit, causing the analog display to be at a discrepancy.&n= bsp;=20 Note that .01 V is 100 RPM on the LSE display. There is no effect= on=20 the RPM used by the LSE unit to compute the timing. In a dual setup, on= e=20 could hook the VM to one unit and the LSE display to the other. T= he=20 VM RPM display should be accurate. (Note: at some future time= , I=20 will take the digital RPM output from each LSE unit and run it through=20 a selector switch and then to the VM input.)

Q: Why was my initial timing display at 1000 RPM off by 1 degree=20 between left and right and, in flight at 2500 RPM it was off by 2.5=20 degrees.

A: Gear lash at the sensor/mag drive gears. Timing should be= =20 verified at above 1600 RPM to eliminate the gear lash for 4-c= yl=20 engines at low RPM. =20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Fai= r=20 and Balanced Opinions at No Charge!
Metaphysical Monologues used at your=20= own=20 Risk.