indoor jetski waterpark.
- Thread starter the WaTeRhAwK
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the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
lets call it an IDI. an Inductive Discharge Ignition system. 
where the battery is the only "real" capacitor at work.
where the battery is the only "real" capacitor at work.
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the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
Inductive Discharge
Inductive-discharge ignitions date back to the earliest points-type ignition systems. In its simplest form, this system uses a set of points to trigger a coil. All coils operate on the same basic principal with a small number of primary windings outside a large number of secondary windings wrapped around a metal core. The positive side of the coil is connected to battery power while the negative side is connected to the distributor points and eventually to ground. The high-tension tower lead directs the output of the coil to the distributor and eventually to the spark plugs. Since points cannot handle a full 12-14 volts, a ballast resistor is used to reduce operating voltage to 6-8 volts and to limit the amount of current passing through the points.
There are generally about 100 times the number of secondary windings to the primary windings in the coil called the turns ratio. When the points are closed, current flows through the coil, charging the primary windings. The length of time that the points are closed is called dwell time. When the points open, the current flow is interrupted and the magnetic field created by the current in the primary windings collapses across the secondary windings, creating a much higher voltage, but at a reduced amperage. Generally, a stock points-type coil can create as much as 25,000 to 30,000 volts. Even though these coils are capable of this, high-voltage street engines generally only require about 8,000 to 12,000 volts to ignite the mixture.
The advantage of an inductive ignition system is its simplicity, requiring only a few easy-to-build components. Inductive-discharge ignitions also deliver a relatively long-duration spark, which is especially good for lighting lean mixtures. The limitation of a points-switched inductive system is that the primary side of the system (the points) suffers from low current and voltage. The ballast resistor is used to lower the current to a level that the points can handle without excessive arcing. When emissions requirements in the ’70s dictated lean air/fuel mixtures that were more difficult to ignite, GM came up with the High Energy Ignition (HEI). The HEI is still an inductive-discharge ignition, but it replaces the points with a magnetic pickup and uses a module to regulate the amount of current on the primary side of the ignition—without the need for a ballast resistor. Think of an HEI as an electronic version of a points distributor with the coil built into the top of the distributor cap.
Time is what handcuffs inductive- discharge ignitions. This system requires dwell time to “charge” the coil up to its maximum capacity. Think of the inductive system as having to slowly pour water into a glass until it’s full, then dumping the water out when the spark is required. As rpm increases, there is less time to saturate the coil (fill the glass), which reduces the voltage and current output (the same as reducing the amount of water in the glass). GM created the HEI as a low-engine-speed emissions-style distributor, so early HEIs were not designed to generate high voltage and current at high rpm. Therefore, the HEI gained a reputation for “laying down” at over 5,000 rpm. High-perf HEI modules offer dramatic amperage increases over earlier systems and can now deliver a hot spark through 7,000 rpm.
http://www.chevyhiperformance.com/techarticles/45618_inductive_cd_ignitions_basics/index.html
Inductive-discharge ignitions date back to the earliest points-type ignition systems. In its simplest form, this system uses a set of points to trigger a coil. All coils operate on the same basic principal with a small number of primary windings outside a large number of secondary windings wrapped around a metal core. The positive side of the coil is connected to battery power while the negative side is connected to the distributor points and eventually to ground. The high-tension tower lead directs the output of the coil to the distributor and eventually to the spark plugs. Since points cannot handle a full 12-14 volts, a ballast resistor is used to reduce operating voltage to 6-8 volts and to limit the amount of current passing through the points.
There are generally about 100 times the number of secondary windings to the primary windings in the coil called the turns ratio. When the points are closed, current flows through the coil, charging the primary windings. The length of time that the points are closed is called dwell time. When the points open, the current flow is interrupted and the magnetic field created by the current in the primary windings collapses across the secondary windings, creating a much higher voltage, but at a reduced amperage. Generally, a stock points-type coil can create as much as 25,000 to 30,000 volts. Even though these coils are capable of this, high-voltage street engines generally only require about 8,000 to 12,000 volts to ignite the mixture.
The advantage of an inductive ignition system is its simplicity, requiring only a few easy-to-build components. Inductive-discharge ignitions also deliver a relatively long-duration spark, which is especially good for lighting lean mixtures. The limitation of a points-switched inductive system is that the primary side of the system (the points) suffers from low current and voltage. The ballast resistor is used to lower the current to a level that the points can handle without excessive arcing. When emissions requirements in the ’70s dictated lean air/fuel mixtures that were more difficult to ignite, GM came up with the High Energy Ignition (HEI). The HEI is still an inductive-discharge ignition, but it replaces the points with a magnetic pickup and uses a module to regulate the amount of current on the primary side of the ignition—without the need for a ballast resistor. Think of an HEI as an electronic version of a points distributor with the coil built into the top of the distributor cap.
Time is what handcuffs inductive- discharge ignitions. This system requires dwell time to “charge” the coil up to its maximum capacity. Think of the inductive system as having to slowly pour water into a glass until it’s full, then dumping the water out when the spark is required. As rpm increases, there is less time to saturate the coil (fill the glass), which reduces the voltage and current output (the same as reducing the amount of water in the glass). GM created the HEI as a low-engine-speed emissions-style distributor, so early HEIs were not designed to generate high voltage and current at high rpm. Therefore, the HEI gained a reputation for “laying down” at over 5,000 rpm. High-perf HEI modules offer dramatic amperage increases over earlier systems and can now deliver a hot spark through 7,000 rpm.
http://www.chevyhiperformance.com/techarticles/45618_inductive_cd_ignitions_basics/index.html
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the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
it is, but "technically" it's not. if you want to get down to splitting hairs about it, it really is, "technically"......
"When the points are closed, current flows through the coil, charging the primary windings. The length of time that the points are closed is called dwell time. When the points open, the current flow is interrupted and the magnetic field created by the current in the primary windings collapses across the secondary windings, creating a much higher voltage"
when the primary windings become "charged" they are holding electricity in conjunction with the battery, therefore it's "capacitive", just like the battery itself. technically speaking, the coil usually will not hold electricity (depending on the type) unless the battery is feeding it. as soon as the power is cut off, the coil discharges.
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D-Roc
I forgot!
- Location
- Dirty River Rider
my 550 had this exact TL ignition. dyna coil, relay, trigger and flywheel. Very basic.
ive run the same brainless T/L iggy that travis speaks of. there is no capacitor and it works exactly how he claims it works.
this thread, however, is ridiculomondo!
this thread, however, is ridiculomondo!
- Location
- So. IL
I just read this whole thread wanting to make a waterpark trip somewhere to ride waves without salt but after all this reading I now can build a make shift TL system...
So back on topic... Where is that river that was used in the xgames?
If you built a building over a river or diverted river water into a "track" you could have the waves the smooth flats all in one. It could be as wide as you could afford and reduce the emissions that you were once worried about by only using the water once and sending it down the river. Now just to heat the water and reduce noise so the rest of the swimmers and surfers don't complain.
Build it... and they will come.....
So back on topic... Where is that river that was used in the xgames?
If you built a building over a river or diverted river water into a "track" you could have the waves the smooth flats all in one. It could be as wide as you could afford and reduce the emissions that you were once worried about by only using the water once and sending it down the river. Now just to heat the water and reduce noise so the rest of the swimmers and surfers don't complain.
Build it... and they will come.....
the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
oh whatever chuck. you know just as well as I do that if there was a badass facility built, producing 9ft waves, you'd be road trippin' to methville....lol
i may.... but its silly that you think youre going to head this project up. you think stingers work like venturis LOL:jester:
the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
Big Kahuna
Administrator
- Location
- Tuscaloosa, AL
The Dyna coil systems were Purpose designed KV Total Loss ignition systems. The CDI functions were built into the coil. This is not the same as taking a Stock OEM Coil and wiring it up. Until MSD and Jetnetics came out with their Total Loss systems, all total loss systems were this type of KV Total loss systems.
the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
an accel super coil, or any other brand of two terminal dc coil will work with the system. summarized, the system is both inductive and capacitive.
Big Kahuna
Administrator
- Location
- Tuscaloosa, AL
your right, Accel for a while entered the watercraft market in the 80's and early 90's with a purpose built ignition system. As well as flame arrestors, replacement plug wires and spark plugs. Their TL system was just that a system. Not a plain jane ignition coil like the OEM coil out of a Kawi or Yamaha ignition. Purpose build coil for the system.
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The coil had a capacitor built in. :wavey:
the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
No.
the coil IS the "capacitor" in the basic system. it holds the charge the battery gives it in it's primary windings until it's tripped by the switch, then it's collapsed, and then recharged when the switch closes. there is no capacitor inside of a dyna coil. only another set of secondary windings of lower voltage effected by the switch. :sadwavey:
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the WaTeRhAwK
fryin' up a/m electrics..
- Location
- okc
madscientist
chilling with these guys.
- Location
- good old p'cola
i always feel more comfortable switching on the negative side. works just the same but just my preference.