Greg,

From the beginning I've been running Klaus' Dual Electronic
Ignition. I now have 250 hours on my dual system.  The only headaches
I've experienced were SELF INFLICTED.  One included using connectors on
timing pickup wires where they should've been soldered and shrink
wrapped. Vibration caused intermittant failure initially.  The other
event did have an internal to the unit failure.  This was caused by a
crash and failure to properly inspect the unit post crash.
Specifically, a large (black box) chunk of plastic (power toroid?)inside
the  box was hanging by it's wires instead of remaining glued to its
base.  The subsequent vibration caused those wires to break.

His latest models have eliminated two flywheel bolts (used as a
timing pickup) which had contributed to an out of balance flywheel.  It
required the dynamic balancing on my engine but then ran smooth.  Anyway
he now uses the Hall Affect pickup at the flywheel incorporating the
best of both worlds. Two tiny magnets are in the flywheel instead of the
bolts. He has crank triggered timing (very accurate) while not imposing
any out of balance condition. This new pickup also makes a dual system
100% independent between each unit.

I talked to Klaus and Jeff Rose for several hours before being convinced
to buy the LSE units. At the time I had friends successfully running
both systems. My brother is taking delivery on his engine in the next
two weeks.  I seem to have him convinced.  He's also going with the dual
LSE system.  

I have no sale interest here; just very proud of my plane.  I attribute
some of my high speed to Klaus' units.  I'm sorry to be so verbose; but
if you think I talk a lot just wait till Klaus gives you his sales
pitch.

Larry Henney
N360LH
(fastest L360 at Sun 100....but beaten by Steve and Bruce Hammer in
Glasair I FT)
(fastest L360 at AirVenture Cup....but beaten by Steve Hammer Glasair I
FT)
(wife not sure I need to go to the Redmond race...what's up with that?
(there's no Glasairs in that race:')