Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Tue, 25 May 2004 13:20:36 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d04.mx.aol.com ([205.188.157.36] verified) by logan.com (CommuniGate Pro SMTP 4.2b3) with ESMTP id 89241 for lml@lancaironline.net; Tue, 25 May 2004 11:54:27 -0400 Received: from Sky2high@aol.com by imo-d04.mx.aol.com (mail_out_v37_r1.3.) id q.d7.b68f6e0 (16781) for ; Tue, 25 May 2004 11:54:23 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Tue, 25 May 2004 11:54:22 EDT Subject: Electronic Ignition Engine Management? X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1085500462" X-Mailer: 9.0 for Windows sub 910 -------------------------------1085500462 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Interested parties and George (GAMI),=20 This document was prepared as my promise to provide some data about the=20 operation of the Unison LASAR ignition system installed on my Lyc IO 320.=20 George and I have gone round and round about lower EGT temps, timing,=20 performance, etc. So, let me start out this way.=20 1. I installed the LASAR system on a Lyc IO 320 engine several years=20 ago. Before LASAR (and with regular Slick mags) that engine typically ran=20= EGT=20 peaks at 1490F to 1500F. =20 Remember all thru this discussion that my engine monitor was and still is a= =20 Vision Microsystems EPI 800 =E2=80=93 that means that temperature measureme= nts are=20 processed in 8F degree increments with the display in increments of 10F=20 degrees. There is no way to record any of the data except by hand. Also n= ote that =20 I must twist a display switch to see temps cyl by cyl. Another constant is=20 that the engine is fed unfiltered air through an efficient ram air system.=20 1. After the LASAR system was installed I experienced lively takeoff=20 runs, improved Midwest climb performance and an apparent improvement in cr= uise=20 performance. I have no old data to back this up but I do remember that pea= k=20 EGTs were generally in the range of 1420F-1430F. Period. That is a drop of= =20 60F to 80F degrees, just as LASAR documentation claimed. Furthermore, CHT= s=20 were 10F-20F higher on a 400 hour Cermichome Cyl engine. At that time I di= d=20 not have a switch to shut off the LASAR (switch to LASAR mags only). Also,= =20 remember that I always ran that engine ROP. 1. The LASAR system was installed because of the performance promise=20 and the simple dual mag backup. 1. As the consequence of circumstances 1.5 years ago (don=E2=80=99t as= k), the=20 engine was rebuilt with new one piece cams, new heavier crank, ECI Titan=20 Cermi-nil cylinders and new (interesting) Hartzell CS 70=E2=80=9D prop blad= es were=20 mounted. During the =E2=80=9Cexperimental=E2=80=9D time other changes were= installed such as .022=20 diameter shrouded injectors fed by a ram air pitot to better match the crui= se=20 atomization air pressure to the MAP. This engine is not the same as the old= =20 one even though both utilized 9:1 pistons and the 12 lb harmonic damper. =20 1. I did not experience the same performance as the prior engine after= =20 the installation was =E2=80=9Ccleaned up=E2=80=9D to my standards (don=E2= =80=99t ask). I installed=20 a switch to go between the LASAR electronic system (EI) and the LASAR mags.= =20 NOTE: The =E2=80=9Cmags=E2=80=9D distribute the spark regardless of the so= urce =E2=80=93 keep this=20 in mind. In flight tests, the mags provided better performance than the EI= . =20 Puzzled, I contacted Unison. They provided new mags because the function=20 of detecting system failure and automatically switching to the backup mags=20= was=20 activated by a switch in the bulge in the mag pigtail cable. This switch=20 had failed in a way that had LASAR operation activating both functions (EI=20= and=20 Mag) at the same time with a reduction in performance as compared to mag=20 only. Thus my experience. 1. New LASAR mags were installed and tests were performed that=20 demonstrated more lively takeoff and climb but were confusing on cruise/rac= e=20 performance. NOTE: Unison lawyers have determined that LASAR timing inform= ation is=20 proprietary. But, I know this =E2=80=93 timing is advanced below 85% power= or 24=20 (26?) inches of MAP (I think). 1. Unsatisfactory test results betwixt mag (that=E2=80=99s LASAR mag)=20= and EI=20 led to a fruitless test (couldn=E2=80=99t get the Unison engineering comput= er to report=20 on anything). NOTE: First =E2=80=9Csensor=E2=80=9D mag from Unison could n= ot be timed=20 better than 29-30 degrees BTDC =E2=80=93 just slightly outside their accept= able range of=20 3 degrees. Hmmpf! 1. Replaced sensor (left) mag with a new one that could be timed withi= n=20 specs =E2=80=93 but was still 27 degrees BTDC, not the 25 degrees called ou= t for the=20 engine. 1. Then, I was supplied with an additional two controller boxes that=20 operate thusly: 1. The Original =E2=80=93 engineered for an O 320 =E2=80=93 aggressive= timing advance.=20 2. An IO 360 box =E2=80=93 medium aggressive timing.=20 3. An O 360 box =E2=80=93 less aggressive timing advance. 1. Most recent data from flights with the O-360 box as follows: Three Climb-out tests showed indistinguishable differences between LASAR an= d=20 LASAR mags =E2=80=93 However, the data can be used as a base point. Note =20= that it=20 is a little difficult to remember/record data during this busy time.=20 Takeoff (700 MSL) and climb at 130 IAS. Starting Baro 30.14, OAT 14C, PAL= T=20 510, Dalt 740:=20 RPM 2690, MAP 29.6, FF 15.4 gph. Monitoring only Cyl 4 (usual first to lean= )=20 EGT started at 1280F and advanced to 1310F thru the climb until it drops=20 back to about 1280F, approximately 4000 MSL, when leaning begins to maintai= n=20 EGTs at 1300-1310.=20 At 8500 MSL=20 Palt 8410, Dalt 8480, Baro 30.14, OAT 3C, TAT -2C, IAS 176, TAS 198=20 WOT, RPM 2510, MAP 23.3=20 *** LASAR active ***=20 #4 peak @ 1420, FF 8.2, 50F LOP 1370 @ FF 7.6 gph, IAS 176, TAS 198=20 CHT EGT=20 1 330 1360=20 2 350 1350=20 3 350 1360=20 4 350 1370=20 Mixture changed to 100F ROP:=20 IAS 177 TAS 198 FF 9.5 gph=20 CHT EGT=20 1 360 1300=20 2 360 1290=20 3 360 1280=20 4 360 1320=20 LASAR turned off =E2=80=93 I.E. switch to LASAR mags only=20 The FF increased to 9.8-9.9 gph.=20 #4 peak at 1430, FF 8 gph, 50F LOP 1380 @ FF 7.5-7.6 gph, IAS 170-172, TAS=20 194=20 CHT EGT=20 1 320 1380=20 2 340 1380=20 3 340 1380=20 4 340 1380=20 Mixture changed to 100F ROP=20 IAS 177, TAS 198, FF 9.5 gph=20 CHT EGT=20 1 340 1330=20 2 340 1300=20 3 340 1300=20 4 340 1330=20 Recently, I changed back to the O-320 controller. Climb out information=20 seemed as before.=20 At 8500 MSL=20 Palt 8500, Dalt 8460, OAT 2C, Baro 29.99, Occasional turbulence, leaned to=20 about 100F ROP=20 WOT, MAP 23=E2=80=9D, RPM 2490, FF 9.1, LASAR ON=20 IAS 174, TAS 195=20 CHT EGT=20 1 370 err=20 2 370 1290=20 3 370 1290=20 4 380 1320=20 Yes, the EGT probe or connection for cyl#1 failed on this flight.=20 LASAR OFF =E2=80=93 Only LASAR mags operating, no mixture adjustment:=20 IAS 172, TAS 193, FF 9.2=20 CHT EGT=20 1 360 err=20 2 350 1310=20 3 350 1300=20 4 360 1330=20 I gave up because of some turbulence at this altitude.=20 OBSERVATIONS:=20 1st Run=20 LASAR ON MAGS ONLY=20 LOP IAS 176 IAS 172=20 ROP IAS 177 IAS 177=20 LASAR ON MAGS ONLY=20 LOP FF 8.2 FF 8.0=20 ROP FF 9.5 FF 9.5=20 Hmmmmm=E2=80=A6..=20 With the rotten weather and a vacation, I have not performed any more tests= .=20 Fore those interested, I have included some text and URLs to other engine=20 management systems for your perusal:=20 Light Speed electronic ignition:=20 _http://www.lsecorp.com/Products/DualSystems.htm_=20 (http://www.lsecorp.com/Products/DualSystems.htm) =20 The benefits of installing a dual electronic ignition system are numerous.=20= =20 Pilots frequently asked questions regarding the benefits and specifications= =20 of dual PLASMA CDI are outlined below. =20 -An additional 5% gain in fuel efficiency.=20 When running at sea level and 2,500 rpm, a single PLASMA CDI will yield=20 approximately 10% gain in fuel efficiency. A dual PLASMA CDI system will=20 generate approximately 15% gain in fuel efficiency when run at the same set= tings. =20 As altitude increases, fuel burn decreases and the benefits of installing a= =20 dual ignition system become more and more significant.=20 -An additional 2% gain in horsepower. When running at sea level and 2,500 rpm, a single PLASMA CDI will generally= =20 produce 4% more horsepower than a mag. A dual PLASMA CDI installation will= =20 produce approximately 6% more horsepower compared to two magnetos.=20 -Increased engine smoothness. When a second ignition system is installed, engine smoothness is noticeably= =20 improved.=20 LSE Plasma III =20 7.2" x 6.4" x 1.5" =20 CDI Ignition Module: =20 Weight: 1.7 lb. =20 Input Type: =20 Direct Crank Triggering =20 Optional 4 cyl. Input Type: =20 Accessory Case Mounted Hall Effect Sensor Module =20 Dual Output Mini Ignition Coils: =20 2 (4 cyl.) or 3 (6 cyl.) Weight: 5 oz ea. =20 Current Consumption (4 cyl.): =20 1.3A at 13.8v =20 Current Consumption (6 Cyl): =20 2.1A at 13.8v =20 Supply Voltage: =20 4 to 35v =20 Temp Range: =20 -40=C2=B0 to +200=C2=B0 F =20 Automatic Timing: =20 15=C2=B0 to 43=C2=B0 BTDC, TDC for starting =20 Spark Energy: =20 >120 mJ, 0-3500 rpm =20 Total Weight: =20 3 lb. (4 cyl.) 4 lb. (6 cyl.) *=20 _http://www.gami.com/frames.htm_ (http://www.gami.com/frames.htm) =20 GAMI's Electronic Ignition, PRISM=E2=84=A2 =20 =20 ____________________________________ PRISM=E2=84=A2 (Pressure Reactive Intelligent Spark Management) Features: =E2=80=A2Optimized Spark Timing to achieve maximum brake torque =E2=80=A2Simple, fewer moving parts, fiber optic design =E2=80=A2Increased horsepower at all power settings=20 =E2=80=A2Smoother engine operation- reduces coefficient of variation of com= bustion-=20 even on lean mixtures =E2=80=A2More efficient engine operation-CDI produces larger spark at optim= ized time=20 BTDC =E2=80=A2Replaces both magnetos- no overhaul required prior to TBO =E2=80=A2Fully redundant design- proven electronic durability with quad red= undant=20 ignition =E2=80=A2Includes GAMI's _Supplenator=E2=84=A2_ (http://www.gami.com/supplen= ator.html) =20 Supplemental Alternator- back-up power to primary alternator and battery an= d=20 GAMI's _PDU=E2=84=A2_ (http://www.gami.com/pdupostersmall.jpg) Panel Displa= y Unit =20 =E2=80=A2Automatic detection/prevention of detonation=20 =E2=80=A2Maintains lower peak cylinder pressures- reduced loads on power tr= ain=20 components, longer engine life =E2=80=A2Allows for the future use of lower octane, unleaded fuels. This is=20= the only=20 system on the millennial horizon that is inherently compatible with lower=20 octane, unleaded fuels. =E2=80=A2Champion=C2=AE ignition components (spark plugs, wires, coils)=20 =E2=80=A2Optional panel display of actual real-time horsepower and torque =E2=80=A2Optional digital tachometer =E2=80=A2Optional extensive on-board engine diagnostic capability =E2=80=A2Improved fuel economy- lower BSFCs than previously possible =E2=80=A2Significantly lower EGTs/TITs for reduced exhaust system maintenan= ce FAA STC certification expected soon!=20 _http://www.unisonindustries.com/products/lasar_installation/lasar_inst_menu= .h tml_=20 (http://www.unisonindustries.com/products/lasar_installation/lasar_inst_menu= .html) =20 _http://www.unisonindustries.com/pdf/marketing_literature/LASAR%20320%20Seri= es %20Engines.pdf_=20 (http://www.unisonindustries.com/pdf/marketing_literature/LASAR%20320%20Seri= es%20Engines.pdf) =20 _http://www.unisonindustries.com/pdf/marketing_literature/L1512C.PDF_=20 (http://www.unisonindustries.com/pdf/marketing_literature/L1512C.PDF) =20 -------------------------------1085500462 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en

Interested parties and Ge= orge=20 (GAMI),

 

This document was prepare= d as my=20 promise to provide some data about the operation of the Unison LASAR ignitio= n=20 system installed on my Lyc IO 320.

 

George and I have gone ro= und and=20 round about lower EGT temps, timing, performance, etc.  So, let me start out this way.

 

  1. I=20 installed the LASAR system on a Lyc IO 320 engine several years ago.  Before LASAR (and with regular S= lick=20 mags) that engine typically ran EGT peaks at 1490F to 1500F. 

 <= /P>

Remember all thru=20= this=20 discussion that my engine monitor was and still is a Vision Microsystems EPI= 800=20 =E2=80=93 that means that temperature measurements are processed in 8F degre= e increments=20 with the display in increments of 10F degrees.  There is no way to record any of t= he=20 data except by hand.  Also not= e that=20 I must twist a display switch to see temps cyl by cyl.  Another constant is that the engin= e is=20 fed unfiltered air through an efficient ram air system.

 <= /P>

  1. After=20 the LASAR system was installed I experienced lively takeoff runs, improved= =20 Midwest climb performance and an appare= nt=20 improvement in cruise performance. = =20 I have no old data to back this up but I do remember that peak EGTs= =20 were generally in the range of 1420F-1430F. Period.  That is a drop of 60F to 80F deg= rees,=20 just as LASAR documentation claimed.&nbs= p;=20 Furthermore, CHTs were 10F-20F higher on a 400 hour Cermichome Cyl=20 engine.  At that time I did=20= not=20 have a switch to shut off the LASAR (switch to LASAR mags only).  Also, remember that I always ran= that=20 engine ROP.

 

  1. The=20 LASAR system was installed because of the performance promise and the simp= le=20 dual mag backup.

 

  1. As=20 the consequence of circumstances 1.5 years ago (don=E2=80=99t ask), the en= gine was=20 rebuilt with new one piece cams, new heavier crank, ECI Titan Cermi-nil=20 cylinders and new (interesting) Hartzell CS 70=E2=80=9D prop blades were m= ounted.  During the =E2=80=9Cexperimental= =E2=80=9D time other=20 changes were installed such as .022 diameter shrouded injectors fed by a r= am=20 air pitot to better match the cruise atomization air pressure to the MAP.<= SPAN=20 style=3D"mso-spacerun: yes">  This engine is not the same as t= he old=20 one even though both utilized 9:1 pistons and the 12 lb harmonic damper. 

 

  1. I=20 did not experience the same performance as the prior engine after the=20 installation was =E2=80=9Ccleaned up=E2=80=9D to my standards (don=E2=80= =99t ask).  I installed a switch to go betwe= en the=20 LASAR electronic system (EI) and the LASAR mags.  NOTE:  The =E2=80=9Cmags=E2=80=9D distr= ibute the spark=20 regardless of the source =E2=80=93 keep this in mind.  In flight tests, the mags provid= ed=20 better performance than the EI. =20 Puzzled, I contacted Unison. = ;=20 They provided new mags because the function of detecting system fai= lure=20 and automatically switching to the backup mags was activated by a switch i= n=20 the bulge in the mag pigtail cable. = ;=20 This switch had failed in a way that had LASAR operation activating= =20 both functions (EI and Mag) at the same time with a reduction in performan= ce=20 as compared to mag only.  Th= us my=20 experience.

 

  1. New=20 LASAR mags were installed and tests were performed that demonstrated more=20 lively takeoff and climb but were confusing on cruise/race performance.  NOTE: Unison lawyers have determ= ined=20 that LASAR timing information is proprietary.  But, I know this =E2=80=93 timin= g is advanced=20 below 85% power or 24 (26?) inches of MAP (I think).

 

  1. Unsatisfactory=20 test results betwixt mag (that=E2=80=99s LASAR mag) and EI led to a fruitl= ess test=20 (couldn=E2=80=99t get the Unison engineering computer to report on anythin= g).  NOTE: First =E2=80=9Csensor=E2= =80=9D mag from Unison=20 could not be timed better than 29-30 degrees BTDC =E2=80=93 just slightly=20= outside=20 their acceptable range of 3 degrees. Hmmpf!

 

  1. Replaced=20 sensor (left) mag with a new one that could be timed within specs =E2=80= =93 but was=20 still 27 degrees BTDC, not the 25 degrees called out for the engine.
    2. <= /OL>

     

    1. Then,=20 I was supplied with an additional two controller boxes that operate=20 thusly:

     

    1. The=20 Original =E2=80=93 engineered for an O 320 =E2=80=93 aggressive timing adv= ance.
    2. An=20 IO 360 box =E2=80=93 medium aggressive timing.
    3. An=20 O 360 box  =E2=80=93 less ag= gressive=20 timing advance.

     

    1. Most=20 recent data from flights with the O-360 box as follows:

     

    Three Climb-out tests sho= wed=20 indistinguishable differences between LASAR and LASAR mags =E2=80=93 However= , the data=20 can be used as a base point.  = Note=20 that it is a little difficult to remember/record data during this busy time.=

     

    Takeoff (700 MSL) and cli= mb at=20 130 IAS.  Starting Baro 30.14,= OAT=20 14C, PALT 510, Dalt 740:

    RPM 2690, MAP 29.6, FF 15= .4 gph.=20 Monitoring only Cyl 4 (usual first to lean) EGT started at 1280F and advance= d to=20 1310F thru the climb until it drops back to about 1280F, approximately 4000=20= MSL,=20 when leaning begins to maintain EGTs at 1300-1310.

     

    At 8500 MSL

     

    Palt 8410, Dalt 8480, Bar= o 30.14,=20 OAT 3C, TAT -2C, IAS 176, TAS 198

    WOT, RPM 2510, MAP 23.3

    *** LASAR active ***

    #4 peak @ 1420, FF 8.2, <= SPAN=20 style=3D"mso-spacerun: yes"> 50F LOP 1370 @ FF 7.6 gph, IAS 176,= TAS=20 198

      CHT    EGT

    1 330  1360

    2 350  1350

    3 350  1360

    4 350  1370

     

    Mixture changed to 100F R= OP:

     

    IAS 177 TAS 198 FF 9.5 gp= h

       CHT   EGT

    1 360  1300

    2 360  1290

    3 360  1280

    4 360  1320

     

    LASAR turned off =E2=80= =93 I.E. switch to=20 LASAR mags only

    The FF increased to 9.8-9= .9=20 gph.

     

    #4 peak at 1430, FF 8 gph= , 50F=20 LOP 1380 @ FF 7.5-7.6 gph, IAS 170-172, TAS 194

       CHT  EGT

    1 320  1380

    2 340  1380

    3 340  1380

    4 340  1380

     

    Mixture changed to 100F R= OP

     

    IAS 177, TAS 198, FF 9.5=20= gph

      CHT  EGT

    1 340  1330

    2 340  1300

    3 340  1300

    4 340  1330

     

    Recently, I changed back=20= to the=20 O-320 controller.  Climb out=20 information seemed as before.

     

    At 8500 MSL

     

    Palt 8500, Dalt 8460, OAT= 2C,=20 Baro 29.99, Occasional turbulence, leaned to about 100F ROP

    WOT, MAP 23=E2=80=9D, RPM= 2490, FF 9.1,=20 LASAR ON

    IAS 174, TAS 195

      CHT  EGT

    1 370  err

    2 370  1290

    3 370  1290

    4 380 1320

     

    Yes, the EGT probe or con= nection=20 for cyl#1 failed on this flight.

     

    LASAR OFF =E2=80=93 Only=20= LASAR mags=20 operating, no mixture adjustment:

    IAS 172, TAS 193, FF 9.2<= /P>

      CHT  EGT

    1 360  err

    2 350  1310

    3 350  1300

    4 360  1330

     

    I gave up because of some= =20 turbulence at this altitude.

     

    OBSERVATIONS:

    1st Run

           =20 LASAR ON  MAGS ONLY

    LOP  IAS 176      IAS 172

    ROP  IAS 177      IAS 177

     

           =20 LASAR ON  MAGS ONLY

    LOP  FF 8.2        = =20 FF 8.0

    ROP  FF 9.5        = =20 FF 9.5

     

    Hmmmmm=E2=80=A6..

     

    With the rotten weather a= nd a=20 vacation, I have not performed any more tests.

     

    Fore those interested, I=20= have=20 included some text and URLs to other engine management systems for your=20 perusal:

     

    Light Speed electronic=20 ignition:

     

    http://www.lsecorp.= com/Products/DualSystems.htm

     

     

    The benefits of=20 installing a dual electronic ignition system are numerous.  Pilots=20 frequently asked questions regarding the benefits and specifications of dual= =20 PLASMA CDI are outlined below.  =

    -An additional 5% gain in fuel=20 efficiency. 
    When ru= nning=20 at sea level and 2,500 rpm,     a=20 single PLASMA CDI will yield approximately 10% gain in fuel=20 efficiency.   A dual PLASMA CDI system will generate approximately= 15%=20 gain in fuel efficiency when run at the same settings.  As altitude=20 increases, fuel burn decreases and the benefits of installing a dual ignitio= n=20 system become more and more significant.=

    -An additional 2= % gain=20 in horsepower.
    When running at=20= sea=20 level and 2,500 rpm, a single PLASMA CDI will generally produce 4% more=20 horsepower than a mag.  A dual PLASMA CDI installation will produce=20 approximately 6% more horsepower compared to two magnetos.=


    -Increased engine smoothness.
    When a second ignition system is installed, e= ngine=20 smoothness is noticeably improved.=

    LSE Plas= ma=20 III<= /SPAN>

    7.2" x 6.4" x 1.5"= <= /SPAN>

    CDI Ignition=20 Module:<= /SPAN>

    Weight: 1.7 lb.<= /SPAN>

    Input Type:<= /SPAN>

    Direct Crank=20 Triggering<= /SPAN>

    Optional 4 cyl. Input=20 Type:<= /SPAN>

    Accessory Case Mounted Ha= ll=20 Effect Sensor Module<= /SPAN>

    Dual Output
    Mini Ignit= ion=20 Coils:<= /SPAN>

    2 (4 cyl.) or 3 (6=20 cyl.)
    Weight: 5 oz ea.<= /SPAN>

    Current Consumption
    (4= =20 cyl.):<= /SPAN>

    1.3A at 13.8v<= /SPAN>

    Current Consumption
    (6= =20 Cyl):<= /SPAN>

    2.1A at 13.8v<= /SPAN>

    Supply Voltage:<= /SPAN>

    4 to 35v<= /SPAN>

    Temp Range:<= /SPAN>

    -40=C2=B0 to +200=C2=B0 F= <= /SPAN>

    Automatic Timing:<= SPAN=20 style=3D"FONT-SIZE: 12pt; FONT-FAMILY: 'Times New Roman'"><= /SPAN>

    15=C2=B0 to 43=C2=B0 BTDC= ,  TDC for=20 starting<= /SPAN>

    Spark Energy:<= /SPAN>

    >120 mJ, 0-3500=20 rpm<= /SPAN>

    Total Weight:<= /SPAN>

    3 lb. (4 cyl.)
    4 lb. (= 6=20 cyl.)<= /SPAN>

    *=

     

    http://www.gami.com/frames.htm

     

     

    GAMI's Electronic Ignition, PRISM=E2=84=A2<= /I>

    PRISM=E2=84=A2
    (Pressure Reactive= =20 Intelligent Spark Management)

    Features:
    =E2=80=A2Optimized Sp= ark Timing to=20 achieve maximum brake torque

    =E2=80=A2Simple, fewer moving parts, fib= er optic=20 design

    =E2=80=A2Increased horsepower at all power settings

    = =E2=80=A2Smoother=20 engine operation- reduces coefficient of variation of combustion- even on le= an=20 mixtures

    =E2=80=A2More efficient engine operation-CDI produces larger= spark at=20 optimized time BTDC

    =E2=80=A2Replaces both magnetos- no overhaul requ= ired prior=20 to TBO

    =E2=80=A2Fully redundant design- proven electronic durability=20= with quad=20 redundant ignition

    =E2=80=A2Includes GAMI's Supplenator=E2=84=A2 Suppl= emental=20 Alternator- back-up power to primary alternator and battery and GAMI's PDU=E2=84=A2 Panel Displ= ay Unit=20

    =E2=80=A2Automatic detection/prevention of detonation

    =E2= =80=A2Maintains lower=20 peak cylinder pressures- reduced loads on power train components, longer eng= ine=20 life

    =E2=80=A2Allows for the future use of lower octane, unleaded fue= ls. This is=20 the only system on the millennial horizon that is inherently compatible with= =20 lower octane, unleaded fuels.

    =E2=80=A2Champion=C2=AE ignition compon= ents (spark=20 plugs, wires, coils)

    =E2=80=A2Optional panel display of actual real-= time=20 horsepower and torque

    =E2=80=A2Optional digital tachometer

    = =E2=80=A2Optional=20 extensive on-board engine diagnostic capability

    =E2=80=A2Improved fue= l economy-=20 lower BSFCs than previously possible

    =E2=80=A2Significantly lower EGT= s/TITs for=20 reduced exhaust system maintenance

    FAA STC certification expected=20 soon!

     <= /P>

     <= /P>

    http://www.unisonindustries.com/products/lasar_installation/la= sar_inst_menu.html

     

    http://www.unisonindustries.com/pdf/marketing_liter= ature/LASAR%20320%20Series%20Engines.pdf

     

    http://www.unisonindustries.com/pdf/marketing_literature/L1512C.PDF

     

 -------------------------------1085500462--