LSE DL PLASMA III 4C W/HEM

Light Speed Engineering has introduced a new ignition system to its line of products. The new Dual Plasma III Capacitor Discharge System is the latest high performance ignition for all 4-cyl and 6-cyl aircraft engines. Its long duration spark and optimized timing curve makes more horsepower and improves fuel efficiency- at all altitudes. Other benefits include quick starts, reduced maintenance, light weight, lower EGT’s and up to 20% more range. As with all LSE ignitions, RPM and manifold pressure inputs are used for our proprietary timing curves. The Plasma III is also capable of displaying the current timing advance, manifold pressure and rpm on an optional lightweight LCD display. All Plasma III Capacitor Discharge Ignition systems have the following options installed:

The key switch option built into the Plasma III allows the use of a standard aircraft key switch to turn the system on and off. A single conductor shielded wire is routed to the key switch just like the P-Lead from a magneto. Connecting the center-conductor with its shield at the key switch disables the Plasma CDI without drawing any current.

The timing output enables the pilot to monitor the ignition timing of the system at all times of operation. A digital voltmeter or a designated digital mV display can be used to display the actual timing down to 1/10th of a degree. During startup this display would typically read 00.00 degrees, at high power conditions it will show approx. 25 degrees and during low power operations it will show as much as 42 degrees of timing advance. Should there be an electronic malfunction inside the ignition system it would be reflected by erroneous timing indications.*

Included in the options of the Plasma II Plus is a built in analog tachometer output. This provides RPM information for a mV meter. 0.3 volts represent 3,000 RPM, .0 v = 0 RPM.*

The manifold pressure display option uses the calibrated and temp compensated manifold pressure information of the Plasma CDI and allows it to be displayed on a digital mV meter.*

If a permanent digital LCD display is used in the cockpit for any or all of the display options, the PlasmaCDI has a 5V power output to run the display. Thus, no extra wires need to be run from the electrical bus.

A potentiometer can be used to bias the timing curve in flight from the cockpit. This option is primarily useful for engine testing and racing applications. Caution, this feature allows the pilot to retard and over-advance the ignition timing, thus, potentially harming the engine and ruining your day.

The interconnect feature connects two Plasma II CDI ignition systems together. If one system is disabled, the one remaining in operation will automatically readjust the timing curve for optimum power with a single system. It is not necessary to use this feature but it is helpful to optimize performance if only one ignition system is used due to an alternator failure. With the interconnect feature in use there is virtually no ignition drop when each system is turned off. Otherwise, a normal ignition drop-off occurs during system tests. The Plasma III can easily replace one or both magnetos, making your engine run better under all conditions. All Plasma CDI systems include: high tension leads, harness, spark plugs, spark plug adapters, ignition coils with mounting bracket, and Hall Effect Sensor module (4 cyl) OR Direct Crank Sensor assembly (4 cyl or 6 cyl).

• An additional 5% gain in fuel effeciency - When running at sea level and 2500 rpm, a single Plasma CDI will yield approximately 10% gain in fuel effeciency. A dual Plasma CDI system will generate approximately 15% gain in fuel effeciency when run at the same settings.
• An additional 2% gain in horsepower: When running at sea level and 2,500 rpm, a single PLASMA CDI will generally produce 4% more horsepower than a mag. A dual PLASMA CDI installation will produce approximately 6% more horsepower compared to two magnetos.
• Is a back-up battery necessary? - If you are using a battery to start your engine, you have sufficient energy to run an ignition system for several hours after an alternator failure. Therefore, a back-up battery is not required when running a dual electronic ignition system. Once the system is running, less than 5V are required to maintain operation, giving a further safety cushion. At this low power level, most other electrical equipment will have long stopped functioning giving the pilot adequate warning.
• Increased engine smoothness - When a second ignition system is installed, engine smoothness is noticeably improved.