500R DFCDI
FEATURES
A versatile high power 4 output Capacitor Discharge Ignition (CDI) system is available in double or multiple discharge versions**. Designed for distributor ignition of engines up to 16 cylinders, and direct fire ignition of engines up to 8 cylinders or 2 rotor rotary engines. It contains a pair of 2 output ignitions, allowing simultaneous ignition on 2 outputs for twin plug or split ignition applications.
Externally selectable high or low main (1st) spark energy gives this product extremely wide applicability.
The high energy setting is well suited to high boost forced induction and drag racing engine applications. The low energy setting is conducive to good ignition system reliability and longevity, making it ideal for road use and endurance racing.
Single or double spark selection (or spark train duration of multiple discharge versions**) is controlled by trigger pulse duration. Double spark operation at low engine revs (typ < 4000 RPM) promotes combustion stability for smoother part load engine operation. Since little or no improvement in engine performance results from double sparking at high RPM, it can be inhibited to reduce ignition coil heating, power consumption and also allow the 500R to deliver full spark energy to the main (1st) spark at higher RPMs.
With the multiple discharge version**, pulse train length can be lengthened at lower RPMs to further improve light load combustion stability, especially when the engine is operating with lean mixtures or exhaust gas recirculation (EGR).
A positive going 12 volt square wave pulse output is provided for use as a Tachometer Gauge trigger.
This Ignition is capable of full ignition energy output up to a spark repetition rate of 800 Hz (Equivalent to 12,000 RPM on an 8 cylinder engine). Operation at reduced spark energy is possible up to 1.5 KHz (22,500 RPM with 8 cylinder engine). Rapid cold engine starting is aided by its ability to produce full spark energy at any battery voltage above the lower operating limit.
High efficiency circuitry ensures cool running and reliable operation in hot environments.
This product includes design measures that enhance electromagnetic compatibility (EMC), and lower conducted and radiated electromagnetic interference (EMI) emissions. Thus any nearby electronics are unlikely to be affected by, or effect this Ignition system. These measures include:
• Interference tolerant trigger input circuitry which minimizes the possibility of erroneous
triggering and damaging cross triggering between ignition channels.
• Ignition outputs include suppression measures to reduce radiated electromagnetic
interference and coupling of ignition primary pulses into adjacent wiring.
• Multi-stage power supply filtration protects the vehicle's power supply from power converter
switching noise.
** Multiple discharge version only available on special order.
View VIDEO DEMO of double and multi spark 500R DFCDI operation to 20,000+ RPM.
Externally selectable high or low main (1st) spark energy gives this product extremely wide applicability.
The high energy setting is well suited to high boost forced induction and drag racing engine applications. The low energy setting is conducive to good ignition system reliability and longevity, making it ideal for road use and endurance racing.
Single or double spark selection (or spark train duration of multiple discharge versions**) is controlled by trigger pulse duration. Double spark operation at low engine revs (typ < 4000 RPM) promotes combustion stability for smoother part load engine operation. Since little or no improvement in engine performance results from double sparking at high RPM, it can be inhibited to reduce ignition coil heating, power consumption and also allow the 500R to deliver full spark energy to the main (1st) spark at higher RPMs.
With the multiple discharge version**, pulse train length can be lengthened at lower RPMs to further improve light load combustion stability, especially when the engine is operating with lean mixtures or exhaust gas recirculation (EGR).
A positive going 12 volt square wave pulse output is provided for use as a Tachometer Gauge trigger.
This Ignition is capable of full ignition energy output up to a spark repetition rate of 800 Hz (Equivalent to 12,000 RPM on an 8 cylinder engine). Operation at reduced spark energy is possible up to 1.5 KHz (22,500 RPM with 8 cylinder engine). Rapid cold engine starting is aided by its ability to produce full spark energy at any battery voltage above the lower operating limit.
High efficiency circuitry ensures cool running and reliable operation in hot environments.
This product includes design measures that enhance electromagnetic compatibility (EMC), and lower conducted and radiated electromagnetic interference (EMI) emissions. Thus any nearby electronics are unlikely to be affected by, or effect this Ignition system. These measures include:
• Interference tolerant trigger input circuitry which minimizes the possibility of erroneous
triggering and damaging cross triggering between ignition channels.
• Ignition outputs include suppression measures to reduce radiated electromagnetic
interference and coupling of ignition primary pulses into adjacent wiring.
• Multi-stage power supply filtration protects the vehicle's power supply from power converter
switching noise.
** Multiple discharge version only available on special order.
View VIDEO DEMO of double and multi spark 500R DFCDI operation to 20,000+ RPM.
•
High RPM operation - RPM range of the 500R CDI exceeds the mechanical limit of almost all production and race engine types.
•
Smooth operation - Maximized individual spark pulse duration and the follow-up 2nd spark reduces the loss of combustion stability normally associated with CD ignition.
•
Easy starting - Low start-up and operating voltage of the 500R ensures that the exceptional cold starting performance typical of a CD ignition is maintained under the most difficult conditions.
•
Improved dynamics - CD ignition, unlike conventional inductive ignition, does not require the energy storage period to commence at a predetermine time (dwell time) prior to spark initiation. Its energy storage period occurs immediately after a spark completion, and once complete, it is ready for immediate firing at any time. Sudden engine RPM change and/or ignition timing change does not affect spark energy. Also sudden ignition timing adjustment need not be constrained. Lively low inertial engines receive most dynamic benefit from CD ignition.
•
High power operation - When compared to conventional inductive ignition, the 500R CDI, operating in high power mode with CDI compatible coils, will give higher loaded peak voltage and a dramatic increase in spark discharge current. This allows operation at higher cylinder pressure with larger spark plug gaps. Maintenance of smooth low RPM part load operation is usually possible without heavy load misfire. Increased discharge current and faster rise-time allow reliable firing of shunted (fouled) spark plugs at larger gaps and enable the use of more heat tolerant Cool Heat Range Spark Plugs.
•
Ignition coil friendly low power mode - The low power mode provides sufficient spark energy to support engine modifications that extend torque and RPM capabilities of many engines, without overstressing the factory fitted inductive ignition coil/s.
•
Compatible with other onboard electronics - Reduced radiated and conducted electromagnetic interference (EMI) emission means less likelihood of disturbance to other Engine management system components, Dash/data loggers, Communication equipment and Infotainment systems.
•
Simplified installation - No requirement for shielded or tightly twisted wiring. As the 500R has no requirement for a short direct battery connected power supply, its mounting location is not constrained by wiring length.
BENEFITS
SPECIFICATIONS
| 500R 4 CHANNEL DIRECT FIRE CAPACITOR DISCHARGE IGNITION SYSTEM |
||
| Double Spark Mode Output Voltage & Energy per spark @ 13.8v minimum supply voltage (HF version) Note: Double spark mode not permitted above 733Hz (8cyl @ 11000 RPM) |
1st spark (High power setting) 1st spark (Low power setting) 2nd spark |
500 volts, 125 mJ to 480Hz (8cyl @ 7200 RPM) 450 volts, 100 mJ to 570Hz (8cyl @ 8500 RPM) 350 volts, 60 mJ |
| Single Spark Mode Output Voltage & Energy per spark (Max RPM) @ 13.8v minimum supply voltage (HF version) |
High power setting Low power setting Both settings |
500 volts, 125 mJ to 800Hz (8cyl @ 12000 RPM) 450 volts, 100 mJ to 1KHz (8cyl @ 15000 RPM) 350 volts, >60 mJ to 1.5KHz (8cyl @ 22500 RPM) |
| 2nd spark delay @ 13.8v minimum (HF version) | 0.65 msec after 1st spark (typical) | |
| Primary side voltage rise time | 0.22 usec (typical) | |
| Trigger Inputs (Passive pull-up type. Compatible with open collector and push-pull output types) |
Input low threshold voltage Input high threshold voltage Input low current Survival limits |
< 1.7 volts > 2.7 volts > -13 mA +/- 24 volts (< 5 minutes) +/- 300 volts (< 10 uSEC) |
| Tachometer O/P pulse width | 0.72 mSEC (approx) | |
| Power supply - Voltage | Operational limits (including start-up) Survival limits |
6.3 to 20 volts DC continuous 12 volts DC minimum required for operation up to 670Hz (Double spark), 1340Hz (Single spark) +/- 23 volts (< 5 minutes) Outside +/-23 volt limits: > 60 A (Load dump < 20 mSEC) > 70 A (Inductive surge < 1 mSEC) < -10 A (Inductive surge < 100 uSEC) |
| Power supply - Current | Off Engine stopped At maximum spark rate |
< 10 uA < 200 mA < 13 Amp |
| Operating temperature range | Limits | -25 deg C to +85 deg C |
| Storage temperature range | Limits | -25 deg C to +105 deg C |
| Dimensions | Case Overall |
180 * 140 * 50 mm 200 * 140 * 50 mm |
| Weight | 0.75 kg | |
| Connector | 18 way splash & dust proof | |
APPLICATION INFORMATION
*** Simultaneous or spilt ignition timing allowed.
| TRIGGERING | |
| ECU ignition O/P type | -ve (PULSE) |
| Trigger I/P pulse duration (low) for single spark | 0.4 mSEC |
| Trigger I/P pulse duration (low) for double spark | 1.5 mSEC |
| Recommended double spark cutoff RPM | 4000 |
| Maximum allowed double spark Ignition Trigger Frequency | 733 Hz |
| Maximum recommended trigger I/P pulse duration (low) for multiple discharge version ** | 20 mSEC |
** Multiple discharge version only available on special order.
| ENGINE IGNITION CONFIGURATION | ENGINE | 500R O/PS REQD. |
| Single distributor - 1 spark plug / cylinder | 2 to 16 Cylinders | 1 |
| Twin distributor - 1 spark plug / cylinder | 2 to 16 Cylinders | 2 |
| Single distributor - 2 spark plugs / cylinder *** | 2 to 16 Cylinders | 1 or 2 |
| Twin distributor - 2 spark plugs / cylinder *** | 2 to 16 Cylinders | 1or 2 |
| Single ended coil - 1 spark plug / cylinder | 1 to 4 Cylinders | Cylinders |
| Double ended coil - 1 spark plug / cylinder | 2 to 8 Cylinders | Cylinders / 2 |
| Single ended coil - 2 spark plugs / cylinder *** | 1 to 2 Cylinders | Cylinders x 2 |
| Double ended coil - 2 spark plugs / cylinder *** | 1 to 4 Cylinders | Cylinders * ( 1 or 2) |
| 2 x Single ended coils & 1 x Double ended coil - 2 spark plugs / rotor *** | 2 rotor Rotary | 3 |
| 4 x Single ended coil - 2 spark plugs / rotor *** | 2 rotor Rotary | 4 |
Autronic 500R Capacitor Discharge Ignition (CDI) Systems are designed to supply high voltage to the ignition coil primary terminals only when triggering occurs. They contain protective circuitry designed to virtually eliminate the possibility of unintentional high voltage output, should an internal malfunction occur. High voltage should not normally be present when the engine is not running. Nevertheless, users should ALWAYS assume that high voltage could be present and that the ignition system is ALWAYS DANGEROUS.
Contact with the primary or secondary ignition circuits when high voltage is present, will result in SERIOUS PERSONAL INJURY OR DEATH.
During installation, all ignition system primary and secondary circuitry should be insulated to prevent possible human contact.
Contact with the primary or secondary ignition circuits when high voltage is present, will result in SERIOUS PERSONAL INJURY OR DEATH.
During installation, all ignition system primary and secondary circuitry should be insulated to prevent possible human contact.
!!!! IMPORTANT SAFETY WARNINGS !!!!
THE 500R CDI TOP COVER MUST ONLY BE REMOVED BY PERSONEL PROFESSIONALLY QUALIFIED TO SAFELY SERVICE HIGH VOLTAGE POWER ELECTRONICS.
LETHAL HIGH VOLTAGE is always present inside the 500R CDI while it is operating and may also be present when not connected to a power source. Contact with internal high voltage circuitry will result in SERIOUS PERSONAL INJURY OR DEATH.
DISCONNECT THE VEHICLE BATTERY AND 500R CDI PRIOR TO COMMENCING WORK ON ANY IGNITION SYSTEM COMPONENTS.
AUTRONIC 500R CDIs do not provide the level of redundancy required for failsafe engine operation in manned aircraft.
USE FOR ENGINE IGNITION IN MANNED AIRCRAFT IS NOT PERMITTED!!!
PURCHASE OPTIONS
500R
4 CHANNEL DIRECT FIRE CAPACITOR DISCHARGE IGNITION SYSTEM
Standard Double Spark discharge version or special order Multiple Spark Discharge version
(Also available as a kit with connector set)
4 CHANNEL DIRECT FIRE CAPACITOR DISCHARGE IGNITION SYSTEM
Standard Double Spark discharge version or special order Multiple Spark Discharge version
(Also available as a kit with connector set)
© 2023 Aubert Electronics Pty Ltd
