The task is complete. the LSE Plasma III dual ignition system is installed and operational on a highly modified Lycoming 360 F1A6.  The crank sensor option was installed with the magnets installed in the starter ring gear pully which is considered a better installation than the hall effect sensor on the mag port although it is a more difficult installation. The top plug coils are mounted opposite the fuel flow divider on top on a similar support bracket as the flow divider.  The rear lower plug(s) coil is mounted on the left mag port plate and the lower front plug(s) coil is mounted behind the alternator mounted on an iron angle mounted on the case behind the alternator support bracket.

Technical support from Klause was very good, clear and patient. We inadvertantly used the ground wire to the tach and did not have great success in the first instance of operational testing for tach performance. Subsequent phone calls to both Vision Microsystem and LSE lead us to the solution.

Suggestion. When you order your LSE system, be clear in your communication to define your tachometer parameters so the appropriate wires can be installed in the supplied wire harness.  Make sure you connect all the wires to the appropriate terminals. Also, call Vision Microsystems to get the specific instructions to modify the CPU box of the Vision Microsystem to halve the incoming pulse count to get a true tach reading.  Remember that the CDI system creates a waste spark on the exhaust stroke and thus has twice as many pulses as a magneto system.

The motor runs very smooth, starts right now and appears to be a very reliable system.

Bob Smiley
N94RJ