A high-energy Capacitor Discharge Ignition system

Based on an article by ‘Silicon Chip’ (Septermber 1997)

This completely new capacitor discharge ignition system has been designed from the ground
up to provide a high energy "multiple spark discharge" to cope with engines which have very
high RPM rates. It is intended particularly for use with two stroke engines, high performance
four strokes and older vehicles.

Main Features
»Suitable for 2-stroke, older 4-stroke and performance engines (racing).
»Multiple spark output (see Table1).
»Operates on reluctor, points or Hall effect signals.
»Two points inputs for twin coil engines.
»Usable to beyond 1000 sparks/second (equals 15,000 RPM for a V8).
»Regulated 300V supply for consistent spark energy.
»High frequency operation eliminates audible oscillator noise.
»Efficient circuitry for minimum heat generation.
»Components rated to operate up to 100°C.

Introduction
Twenty or so years ago, Capacitor Discharge standards. The very fast and very short spark of
Ignition (CDI) was the acknowledged solution for CDI wasn't all that good at igniting lean mixtures.
automotive enthusiasts wanting a high energy Car manufacturers introduced transistor-assisted
ignition circuit. CDI gave a really hot spark which ignition with long spark durations to ensure that
would fire virtually any spark plug no matter how lean mixtures did burn properly. There was one
fouled or grotty it was. Tens of thousands of CDI design which attempted to overcome the lean
enthusiasts installed them on their cars and hence mixture drawback and that was the so-called
forward swore by them as the greatest innovation "multiple spark discharge" system. However it was
system since Karl Benz thought of the horseless a complex design which never really caught on.
carriage. Well, maybe it wasn't quite that good but These days, there is no modern car with an engine
you get the picture. management system which uses CDI, to our
knowledge. Whether they are single coil, multi-coil
But there was another aspect of CDI which wasn't or direct-fire systems, they are all variants of the
good and that was "crossfire". Because the CDI tried and true transistor assisted ignition (TAI)
spark was so hot and more importantly, because it system. So why design a new CDI?
had such a fast rise-time of only a few We have tended to disparage CDI systems for
microseconds, it often fired the plugs in other years, knowing that our very popular high-energy
cylinders. This problem was most troublesome in TAI system has a well-earned reputation for
V8s, in some sixes and even some four cylinder reliability. But some readers were not about to be
cars such as the air-cooled VW which had the put off. They wanted a CDI design and they
spark leads running close and parallel right across wanted it for a number of reasons. They wanted
the engine fan housing. them for two-stroke and four-stroke motors on
Cross-fire is caused by the capacitance between motor bikes, outboards and Go-Karts. And they
adjacent spark plug leads. The capacitance between wanted them for older cars which don't have lean
the leads causes the fast-rising voltage from the mixtures and which can be particularly hard, if not
coil to be coupled into the adjacent leads and impossible, to start when the ignition system gets
thereby can deliver unwanted sparks in other wet. Old Mini Coopers and 850s are legendary in
cylinders. this regard.
Cross-fire can cause severe engine damage and Some readers also wanted a CDI for racing
sounds similar to pinging. applications where multiple spark discharge
Ultimately, CDI fell into disuse for mainstream systems still have a keen following.
cars because of the introduction of lean fuel
mixtures in an attempt to meet rising anti-pollution
With all of these reasons being cited, who were we The 2kHz inverter operation was quite audible too
to say that all these people were wrong? So we and could often be heard through car radios. So the
went back to the data books and put on our new design would use Mosfets in the inverter and
thinking caps. A new CDI design had to be a would operate at above 20kHz to make it
distinct improvement over the 20-year old designs inaudible.
which did have their fair share of drawbacks. Like Third, CDIs used an SCR (silicon controlled
what, for example? rectifier) to discharge the dump capacitor and these
First, many CDIs had very high voltages applied to are typically rated for an AC supply frequency of
the ignition coil, as much as 500V or 600V in some 400Hz maximum. While the SCRs will operate at
cases. higher frequencies, it is an unspecified condition
They did this to avoid the inevitable fall-off in and it ultimately also sets a limit on the maximum
spark energy as the engine RPM rose. This very spark rate. That effectively rules out using an SCR
high coil voltage had the drawback of often in the new design.
causing internal breakdown in ignition coils, it Fourth, and a rather serious drawback this one,
made the cross-fire problem significantly worse some CDI systems would not operate when the
than it would have been with a lower coil voltage battery was low. This meant that while the battery
and it put considerably more stress on the ignition might be able to slowly crank the engine, the CDI's
leads. So design aim number one was to set the coil inverter would not start and hence there would be
voltage to a much more moderate level of about no spark. In other words, just when you most
300V. wanted the CDI to work, it would not be on the
Second, because the DC-DC inverters of the time job.
used relatively slow bipolar transistors (eg, Another factor which limited the inverter operating
2N3055s), the inverter frequency was typically frequency was the speed of the rectifier diodes.
only 2kHz. This typically sets an upper limit on the High speed fast recovery diodes were expensive
maximum spark rate of about 300 to 400 sparks per and so, even if the inverter could have run much
second, as the inverter needs a couple of cycles of faster, the standard rectifier diodes could not have
operation after each discharge in order to recharge handled the high frequency output.
the dump capacitor.

Applications
While we have addressed all the above The new CDI system can be connected to
disadvantages, the drawback of potential cross-fire distributors with conventional points, Hall effect or
remains even though we have reduced the high reluctor pickups. It is capable of operation to very
voltage to 300V. Therefore, we do not recommend high engine speeds, much higher than even racing
using the system on six cylinder and V8 engines engines. For example, it can run as high as
unless you can improve the lead dress of the spark 30,000RPM in a 4-cylinder engine. This figure is so
plug leads so that each lead is more widely high that it's academic but it does indicate that full
separated from its neighbour. spark energy is maintained over the entire RPM
Nor do we recommend using this CDI on any car range of any practical engine.
with an engine management computer. We take the All the other features of the new design are
attitude that the factory designed ignition system summarised in the features and specifications
will always be optimum for the particular car. panels elsewhere in this article. However, we do
On the other hand, if you have an older car with need to explain one of the key features and that is
factory electronic ignition there is no reason why "multiple spark discharge".
this CDI system should not be a satisfactory
substitute, particularly if the original module has
failed and is expensive to replace.

2
Multiple spark discharge

Fig.1: These three circuits show the three types of ignition circuit.
Fig.1(a) is the original points-based system.
Fig.1(b) shows a typical CDI system which uses a DC-to-DC inverter to charge a capacitor which typically has a
value of lµF. Each time the switch points in the distributor open, it fires an SCR to dump the capacitors's charge into
the coil primary winding.
Fig.1(c) shows the arrangement of our new CDI system. It has a DC-to-DC inverter with a regulated 300VDC output
which charges up a lµF capacitor. Instead of using an SCR to dump the capacitor's charge into the coil, it uses a pair
of Mosfets which are depicted as S1, a single pole double throw switch.

Whereas the original CDI designs produced just one dwell extension, lower inductance coils or more
spark each time the points opened, the multi-spark than one ignition coil.
discharge (MSD) CDI was able to produce several
sparks in quick succession each time the points Fig.1(b) shows a typical CDI system which uses a
opened. Our new design incorporates this feature DC-to-DC inverter to charge a capacitor which
and produces up to 10 sparks each time a spark plug typically has a value of lµF. Each time the switch
is to be fired, depending on the engine speed. This points in the distributor open, it fires an SCR to
feature can be disabled so that the CDI produces dump the capacitor's charge into the coil primary
just two sparks for each cylinder firing, regardless winding. The poor old coil gets such a belt that it
of engine speed. produces a much higher voltage in the secondary
and fires the spark plug.
Now let us have a look at some of the details of the
new design. Fig.l(c) shows the arrangement of our new CDI
Fig.1 (a) shows the schematic diagram of the system. It has a DC-to-DC inverter with a regulated
conventional Kettering ignition system which has 300VDC output which charges up a 1µF capacitor.
been used on cars for over 60 years. It comprises an Instead of using an SCR to dump the capacitor's
ignition coil which has its primary winding charge into the coil, it uses a pair of Mosfets which
connected to the battery supply with a switch at the are depicted as S1, a single pole double throw
negative side. switch. The capacitor charges up via the coil to
The switch can be a conventional set of points or a 300V when S1 is in position A and discharges
switching transistor, as used in most modern through the coil when the switch is in position B.
ignition systems. When the switch is closed, current Thus each time a spark plug is to be fired, two
builds up in the primary winding with the ultimate sparks are produced, one with positive polarity and
value limited by the internal resistance of the coil one with negative polarity. With a simple change to
and a ballast resistor, if used. This current is usually the timing circuitry controlling the two Mosfets, the
around 3 to 5 amps. CDI can be made to produce more than two sparks
When the switch opens, the resulting collapse of the by repetitively charging and discharging the dump
coil's magnetic field causes the secondary winding capacitor during each spark plug firing period.
to produce a high voltage to fire the spark plug. As
the engine speed rises, the current has less time to
build up in the coil primary and so inevitably the
spark energy is reduced. Modern transistor assisted
ignition systems get around this problem by using

3
Fig.3: This is the primary coil voltage when producing four sparks (top waveform).
Note the 284V negative exursion for the first and third sparks and the 294V positive
excursion for the second spark.
The lower trace is the tachometer output signal which was used to trigger the
oscilloscope.

Table 1 shows the multi-spark

information for four, six and
eight cylinder engines. Here
we show the RPM versus the
number of sparks produced.
As you can see, the number of
sparks ranges from as many
as six sparks per firing at
600RPM in a 4-cylinder
engine down to two sparks
per firing at 15,000RPM,
again in a 4-cylinder engine.

Table1: RPM vs. Spark No. & Duration

Spark
No. of Duration
RPM
Sparks Crankshaft
Degrees
4-Cylinder 4-Stroke Engines
600 6 8
The oscilloscope waveforms show the primary coil 900 6 13
voltage when producing four sparks (top 1200 6 16
waveform). Note the 284V negative excursion for 1500 6 20
the first and third sparks and the 292V positive 2250 4 19
excursion for the second spark. The lower trace is 3000 4 25
the tachometer output signal which was used to 4500 4 37
trigger the oscilloscope. 9000 2 21
15,000 2 36
6-Cylinder 4-Stroke Engines
400 8 8
Circuit description 600 8 12
800 6 11
Figure 2 shows the circuit diagram of the Multi- 1000 6 14
Spark CDI. 1500 6 21
It can be split into two separate sections, each using 2000 4 16
an IR2155 self-oscillating half bridge Mosfet driver. 3000 4 24
IC1 and Mosfets Q1 & Q2 comprise the 12VDC to 6000 2 14
300VDC inverter. IC2 and Mosfets Q6 & Q7 10,000 2 22
charge and discharge the dump capacitor via the 8-Cylinder 4-Stroke Eingines
ignition coil primary and provide the multiple spark 300 14 11
feature. 450 12 13
IC1 oscillates at about 22kHz as set by the 600 10 15
33kΩ resistor between pins2 and 3 and the 0.001µF 750 10 18
capacitor from pin3 to ground. Two complementary 1125 8 21
outputs at pins 5 & 7 alternately switch Mosfets Q1 1500 8 20
& Q2 to drive the centre-tapped primary winding of 2250 6 29
transformer T1. 4500 4 32
7500 2 15

4
 Fig.3: Tthe circuit of the
Multi-Spark CDI can be split
into two separate sections,
each using an IR2155 self-
oscillating half bridge Mosfet
driver. ICl and Mosfets Ql &
Q2 comprise the 12V DC to
300V DC inverter. IC2 and
Mosfets Q6 & Q7 charge and
discharge the dump capacitor
via the ignition coil primary
and provide the multiple spark
feature.

WARNING!
This circuit produces
300V DC which can give
you a nasty shock.
Do not touch any part of
the circuit while it is
operating.

With Q1 on, the full 12VDC is applied to the top otherwise be induced into the vehicle's electrical
half of the transformer primary winding. Because of system.
the transformer coupling to the second primary Two 10µF MKT capacitors are used to decouple the
winding, the lower half of the transformer primary DC supply to transformer T1. They effectively
winding also has 12V across it. Similarly, when Q2 bypass the supply lead inductance so that the full
turns on the 12V is also impressed across the top 12V supply is delivered to the transformer at the
primary winding. The resulting waveform on the high switching rate. Inductor L1 is connected in
primary is stepped up by the secondary winding. Q1 series with the supply to prevent 22kHz switching
& Q2 have internal avalanche protection. Should currents from appearing on the vehicle's electrical
the switch off transient across them reach 60V, the supply. The 0.01µF capacitor on the 12V input is
internal zener diode will safely quench the spike there for the same reason.
voltage. The 10Ω resistors in series with the gates The stepped up secondary voltage of T1 is full-
of the Mosfets are included to slow their switching wave rectified by high speed diodes D2-D5 and the
speed and thus reduce the interference which would resulting 300VDC is filtered with a 1µF 275VAC
capacitor.
5
Voltage feedback trickery
As described so far, the circuit does not have any When transistor Q3 turns on, it pulls pin1 of IC1
means of maintaining a constant 300VDC output from close to +12V down to around +6V and this
and so variations in the battery voltage and spark tricks the IC into activating its internal undervoltage
rate would inevitably cause the high voltage DC cutout circuit (threshold +8.4V) which switches
output to vary over a fairly wide range which would both pins7 and 5 low. This stops the Mosfets from
be undesirable. However, the IR2155 Mosfet driver driving transformer T1 and this situation is
has no inbuilt means of providing voltage maintained until the zeners stop conducting; ie,
regulation. Therefore, we have to trick the circuit when the high voltage supply drops back below
into maintaining a more or less constant voltage. 300V.
The voltage feedback comprises four 75V zener Transistor Q3 then switches off and IC1 resumes
diodes ZD1-ZD4 which are connected in series so normal operation. Thus, the output voltage is
that they begin to conduct at 300V. When current stabilised at 300V while Q3 turns the oscillator on
flows through the zeners they switch on transistor and off at a rate dependent on the load current
Q3 via a 10kΩ base resistor. drawn from the 300V supply and the actual DC
supply voltage.

Circuit feeds itself

Three 33kΩ resistors in series feed current from the low. C1 then charges to the +15V supply via D6
300V output back to the supply pins of IC1 and an and Q7.
internal zener limits the resulting voltage to 15V. When Q7 turns off and Q6 turns on, Q6 pulls pin6
With +15V present at pins1 & 8 of IC1, diode D1 is of IC2 up to the 300V rail and so pin8 is jacked up
reverse biased and therefore the IC no longer draws above +300V by the 15V across C1. C1 maintains
current from the +12V battery line. The idea behind the voltage between pins7 and 8 until next
this to make sure that the circuit will run even with recharged via D6 and Q7. (Note that pins6, 7 & 8 of
a very flat battery. Hence the circuit will start with the IR2155 are floating outputs which can be
as little as 9V from the battery and then will shifted to 600V above the pin4 ground).
continue to run even if the battery drops down to
5V. This could make all the difference when you C1 needs to be relatively large at 100µF since it can
have a sick battery which can barely crank the be called upon to keep its charge for up to 100ms
engine over or if you have to push start the car. during slow cranking of the motor. The totem-pole
output of Mosfets Q6 and Q7 drives the ignition
The 300V supply also feeds IC2, the second coil primary via the 1µF 275VAC capacitor C2.
IR2155. Note that IC2 is connected to operate in a Diode D7 is included to prevent pin6 from going
different fashion to IC1. In this case, the drain (D) much below the pin4 ground while D7 itself is
of Q6 is connected to the 300V supply which is at a current limited by the series 22Ω resistor. The 22kΩ
much higher potential than the +15V at pin1 of IC2. resistor between pin7 and the source of Q6 ensures
For Q6 to fully turn on, its gate (G) must be raised that this Mosfet is held off when there is initially no
above the drain by several volts. This is achieved supply between pins8 and 7. The 22Ω gate resistors
using diode D6 and capacitor C1. slow the turn on and turn off times for Q6 and Q7 to
Initially, IC2 starts with a 15V supply derived from limit transients when switching the 1µF 275VAC
the 300V rail, as mentioned above. Q7 is the first to capacitor.
be switched on and it pulls one side of capacitor C1

Multi-sparking
Pins2 and 3 of IC2 are connected to an assortment formed by the 180kΩ resistor at pin2 and the
of resistors, diodes and capacitors and these are 0.0047µF capacitor at pin3.
instrumental in providing the multi-spark operation. The 10kΩ resistor between pin3 and the 0.0047µF
These components comprise a timer and an astable capacitor is there to prevent excess current into this
(oscillator) connection. The astable oscillator is pin when driven by the monostable part of the
circuit. The only other difference to the normal When Q4 switches on, the anode of D10 is pulled
astable mode is the addition of diode D11 and the low via C3. Thus, the 33 kΩ resistor is effectively
180kΩ resistor in series. This ensures a longer out of the oscillation circuit and so the 0.0047µF
discharge time for the 0.0047µF capacitor via one capacitor is charged and discharged via the
180kΩ resistor and a shorter charge time via both components at pin2 as previously discussed. Q6 and
180kΩ resistors when D11 is forward biased. Q7 now switch on and off alternately, so the coil is
fired repetitively via C2.
Note that the 0.0047µF capacitor is only tied to
ground when transistor Q4 is switched on via the C3 charges via the 33kΩ resistor and when this
trigger circuit from either points, Hall effect or voltage reaches the upper threshold of pin3's input,
reluctor signals. Capacitor C3 is also connected to D10 conducts and stops IC2 from oscillating again.
the collector of Q4. Initially, when Q4 is off, C3 is The circuit thus remains with Q6 on and Q7 off
discharged and held at the pin1 supply voltage until triggered again. Note that, at high RPM, Q4 is
(+15V) via the 13kΩ resistor at Q4's collector and off for less time than it takes C3 to recharge via the
the 33kΩ resistor at D10's anode. This last resistor 33kΩ resistor and switch off IC2's oscillation. The
pulls pin3 well above the upper threshold (2/3rds instant this transistor switches off, IC2 stops
the pin1 supply) via D10. Pin2 goes low but the oscillating since C3 is immediately pulled high.
0.0047µF capacitor cannot be discharged and so This is a fail-safe condition to prevent sparks
IC2 does not oscillate; so Q7 is off and Q6 is on (if designated for one cylinder from accidentally firing
there is supply voltage across C1). the next cylinder in sequence.

The trigger circuit also drives

Fig.4: The CDI produces very high spark rates. The top trace shows the voltage transistor Q5 to provide a low
measured at the source of Q6 when driving the ignition coil, while the lower trace is voltage (+12V) tachometer
the tachometer output which indicates that the rate is 1000sparks/second. Note that
output. This is necessary since
capacitor C2 charges up to the full 300V (308V shown) before firing into the coil on
the negative edge of the lower trace. This means that the circuit can deliver the full a tacho connected to the coil
spark energy even at this excessively high engine speed. would otherwise give false
readings.

The Figure left shows some

more waveforms which
demonstrate the circuit
performance. The top trace
shows the voltage measured at
the source of Q6 when driving
the ignition coil while the
lower trace is the tachometer
output which indicates that the
input spark rate is at 1kHz
(60,000 RPM). Note that
capacitor C2 charges up to the
full 300V (308V shown)
before firing into the coil on
the negative edge of the lower
trace. This means that the
circuit can deliver the full
spark energy, even at this
excessively high rpm.

Disabling multi-spark operation

If you wish, the multi-spark feature can be easily (1) removing C3, D10, D11, the two 180kΩ
disabled by resistors and the 33kΩ and 13kΩ resistors; and

7
(2) installing a 180kΩ resistor in place of the 33kΩ can cause it to break down internally and this
resistor and a link in place of D10. quickly leads to failure. In addition, there is
This causes IC2 to produce a single 0.5ms pulse to provision on the PC board to use two 1µF
switch on Q7. This fires the coil in one direction capacitors to drive the coil.
when Q7 switches on and in the other direction Two 680kΩ resistors are connected in series across
when Q6 switches on. C2 to discharge it should the coil become
disconnected from the circuit. This improves safety
A Metal Oxide Varistor (MOV1) is connected since a 1µF capacitor charged to 300V can produce
across the coil to quench the high voltage transient a nasty shock.
which will occur if the coil is left open circuit on
the secondary. Leaving the coil output open circuit

Fig.5: The circuit caters for distributors with (a) poinzs;

Trigger circuits (bb) Hall Effect sensors; or(c) reluctor pickups.
The Figures show the alternative circuits provided for
points, Hall effect and reluctor triggering. These are
all included on the PC board.

The points circuit is easy enough and we have

provided for distributors which have one or two sets
of points. Both pairs of points have a 47Ω 5W
resistor to provide a "wetting current". This current
keeps the points clean and thereby provides more
reliable operation. Diode D12 or D13 feeds the
respective points signal into transistor Q4.
The two-points facility provides for twin-cylinder
engines with two coils or for rotary engines which
have two plugs per chamber.

The Hall effect circuit has power supplied via a 100Ω

resistor. The 820Ω resistor is the pullup for the
internal open collector transistor. Diode D12 supplies
the high-going signal to Q4.

The reluctor circuit comprises a 10kΩ load across the

pickup coil together with a 470pF noise suppression
capacitor. Transistor Q8 is biased on using a 5.1V
zener diode. The circuit is designed to trigger after the
reluctor signal goes negative. The 0.0022µF capacitor
is used to speed up the switch off action of Q8 while
the 10kΩ pullup resistor on Q8's collector provides
the signal to Q4 via diode D12.

This Figure shows the reluctor output (lower trace)

and the resulting source voltage of Q8 with no coil
connected. Note that the coil fires on the negative
edge of the reluctor waveform.

8
 Fig.6: These waveforms show the reluctor output (lower trace) and the resulting
source voltage of Q8 with no coil connected.
Note that the coil fires on the negative edge of the reluctor waveform.
Construction
The Multi-Spark Capacitor
Discharge Ignition is
constructed on a PC board
which is coded ZA1159
(05309971) and measures
112x144mm. It is housed in a
diecast case measuring
171x121x55mm.

Begin assembly by checking

the PC board against the
published pattern. There
should not be any shorts or
breaks between tracks. Make
any repairs as necessary.
Note that the PC board
provides two semicircular
cutouts on the sides to fit into
the recommended case. The
corners should also be
rounded off and small notches Fig.7: This component overlay for the PC board includes the trigger input circuitry
are need to give clearance for for a reluctor distributor.
the vertical channels in the
diecast case. Make sure the PC
board fits into the case before
starting assembly. Other types
of diecast cases with multiple
integral ribs on the sides
cannot be used since the
Mosfets need to be bolted to a
flat surface.

The figure right shows the

component overlay for the PC
board with trigger input
circuitry for a reluctor
distributor.

Figure 8 shows the different

trigger components for a Hall
effect distributor while the
figure below shows the trigger
components for a conventional points distributor. use the colour code table and your multimeter to
check each value.
You can start the board assembly by inserting the
PCB pins at the external wiring connection points When inserting the diodes and zeners, take care
and then installing the wire links. Note that there with their orientation and be sure to place each type
are two links that run beneath the inverter in the correct position.
transformer (T1). This done, install the resistors and
9
 are seated as far down on the
Fig.8: This diagramm shows the trigger components for a Hall effect distributor. board as they will go. Be
sure to install the correct type
in each location.

The capacitors can be

installed next. The
accompanying table (table 2)
shows the value codes which
will be printed on each
component. The electrolytic
capacitors must be oriented
with the correct polarity.
Once the capacitors are in,
install the varistor (MOV1).
Fig.9: The trigger components for a conventional points distributor.
The battery input filter toroid
core (L1) is wound with 12
turns of 1mm enamelled
copper wire. Ensure that the
wire ends are stripped of
insulation before soldering it
into place. The toroid is
affixed to the PC board using
a screw and nut with an
insulating bush to locate the
screw and protect the
winding.

Install the ICs and transistors, taking care to orient

them as shown. The Mosfets are oriented with their
metal flanges towards the edge of the PC board and

Fig10: Here are the winding details for the bobbin of

transformer T1. Note that the primary windings are
bifilar; ie, they are wound together. Winding the transformer
S1-F2 primary 13t 0.63mm ENCU
S2-F2 primary 13t 0.63mm ENCU Transformer T1 is wound as shown in the diagram.
S3-F3 secondary 360t 0.25mm ENCU Start by terminating the 0.25mm enamelled copper
wire on pin7 as shown. Neatly wind on 360 turns
and insulate between each winding layer with
insulation tape.
Terminate the winding on pin8.
The primary windings are wound together (bifilar)
side-by-side. Terminate the 0.63mm enamelled
copper wires at pins 2 and 4 as shown, then wind on
13 turns and terminate on pins 11 and 9
respectively. Check that pin2 connects to pin11 and
pin4 connects to pin9, using a multimeter on the
"Ohms" range. Finish the windings with a layer of
insulation tape.

10
 deburred with a larger drill to prevent punch-
The ferrite cores are inserted into the bobbin and through of the insulating washer.
secured with the clips or a cable tie. Insert and
solder the transformer into the PC board with the Attach the PC board to the case with the supplied
orientation shown in Fig.7. screws and secure each Mosfet to the case with a
Next, insert the PC board into the case and mark the screw, nut, insulating washer and insulating bush.
positions for the Mosfet mounting holes on the side Fig.11 shows the details. If you use a mica washer
panel. Remove the PC board and drill out these apply a smear of heatsink compound to the mating
surfaces before assembly. Silicone rubber washers
Fig.11: The four Mosfets are mounted on the side of
the case, using an insulation washer and an
do not require heatsink compound. Use two washers
insulation bush. each for Q6 and Q7. Check that the metal tabs of
the Mosfets are indeed isolated from the case by
measuring the resistance with a multimeter.
Finally, attach the wires for the supply, trigger input
and coil output and secure them with the cordgrip
grommet.
The earth connection goes to a solder lug which is
secured to the case.

You can test that the inverter operates by

connecting the circuit to a 12V 3A power supply.
The voltage between the tab of Q6 and the case
holes and two holes at each end for the cord grip should be about 300V. Take care, however, since
grommets. Also drill a hole for the earth lug screw. this voltage can cause a severe electric shock.
The holes for the Mosfet mounting must be

Installation
If you are using the existing points or a reluctor You may find that with the CDI installed, the spark
distributor, the CDI unit can be installed into the timing is little advanced, due to its fast rise time. If
vehicle. Be sure to locate the CDI case in a position so, you may need to retard the static timing slightly
where air flows over it and make sure it is away to prevent pinging or a slightly rough idle.
from the exhaust side of the engine. It can be
secured to the engine bay with self-tapping screws When starting an engine fitted with this CDI, it is a
into the two diagonally opposite external securing good idea to turn on the ignition for one or two
points on the case. seconds before cranking the engine. This will give
Alternatively, you could use brackets. Wire up the the circuit time to generate the 300VDC and fully
positive connection to the positive 12V ignition, the charge the 100µF supply capacitor for IC1.
negative wire to the chassis and the trigger input to
the points or reluctor. The ignition coil requires a If you are going to install the CDI on an engine with
connection to both sides of the primary. Disconnect two coils and two sets of points, you can use the
any other wires that are part of the original ignition trigger circuit with the two points facility. The CDI
system. can then drive both coils in parallel. Both coils will
Note that the reluctor coil requires the correct then fire simultaneously when each set of points
polarity connection in order to give the correct open. This is more or less standard practice with
spark timing. This is best determined by testing the racing rotaries. If you do want to fire two coils
engine. If it does not fire, reverse the reluctor leads simultaneously, you will probably need to add an
and try again. extra 1µF 275VAC capacitor (C2). There is
provision for this on the PC board.

Hall effect trigger

While many readers will wish to use their original Hall effect distributor is a much better proposition.
points/distributor setup in their initial installation, a A Hall effect pickup does not suffer from any wear
11
and tear and is unaffected by dirt. The Hall sensor number 1 spark plug lead. With the distributor out
recommended is the Siemens HKZ101 available of the engine, find the position where the points just
from Jaycar Electronics. You must also obtain a open for the number 1 cylinder and mark the
rotating vane assembly to suit your distributor. position on the distributor where the centre of the
rotor is now positioned. This is the point where the
Fig.12: This is how the Siemens Hall sensor should Hall effect sensor's output should go high.
be installed to provide reliable triggering. The vane Next, remove the rotor, points and capacitor plus
needs to penetrate the sensor by between 8mm and ancillary components. The Hall sensor should be
11.5mm. The triggering point is between 0.1mm and mounted near where the points were located so that
1.8mm from the centre line of the unit.. there is sufficient lead length to exit from the
distributor. The exact location for the Hall sensor is
determined as follows.
Fit the vane assembly to the distributor and align
the rotor with the marked firing point. The Hall
sensor should now be positioned so that the leading
edge of one of the metal vanes is about halfway
through the slot. You will have to know the
distributor rotation direction. Mark the position for
the sensor, taking care to ensure that the vane will
pass through the gap without fouling.

Note that Fig.12 shows the configuration for a

clockwise rotating distributor. Anticlockwise
rotating distributors are timed as the vane enters the
Hall sensor from the other side.
A suitable mounting plate can now be made to fit
the Hall sensor onto the distributor advance plate.
The mounting plate must be elevated so that the
vane penetrates the Hall sensor by 8-11.5mm. The
Hall sensor is riveted to the adaptor plate through
3.5mm holes which are countersunk beneath the
plate. The adaptor plate can then be secured to the
advance plate using machine screws, nuts and
washers. Try to take advantage of existing holes left
These are available from automotive after-market where the points were mounted. The leads from the
retailers selling Bosch ignition systems. Make sure Hall sensor should pass through the existing points
that you have one of these before purchasing the lead grommet. Check that the vanes pass through
Hall sensor. the gap in the sensor without fouling and that the
Fig.12 shows how the Siemens Hall sensor should lead dress allows for full movement of the
be installed to provide reliable triggering. The vane distributor advance plate.
needs to penetrate the sensor by between 8mm and
11.5mm. The triggering point is between 0.1mm Now reinstall the distributor in the engine, with the
and 1.8mm from the centre line of the unit. rotor pointing towards the number 1 cylinder firing
point. Do a static timing check, with the engine set
To install the sensor, first remove the distributor to fire when the vane is central to the Hall sensor.
from the vehicle. To do this, rotate the engine until Connect the Hall sensor leads to the CDI unit using
cylinder number 1 is at the firing point; this is suitable automotive connectors. Start the engine and
indicated when the rotor button is aligned with the use a timing light to set the spark timing.

Tachometer connection
The tachometer output signal is a 12V square wave in the August 1991 issue can be directly triggered
which should be sufficient to trigger most electronic without modification. If the signal does not work
tachometers. For example, the tachometer featured with your tacho, it may be an impulse type which
12
 Fig.13: Use this circuit to provide a tacho signal if your requires a high voltage. The circuit shown in Fig.13
car has an impulse tachometer. should solve this problem.

As shown, this uses the primary of a 2851 240VAC

to 12VAC mains transformer to produce a high
voltage pulse when switched via transistors Q1 &
Q2. The coil voltage is limited by the 0.033µF
capacitor connected between collector and emitter
of Q2.

Fig.14: This is NOT the full-size etching pattern for the PC board..

APPENDIX:

Specifications
Spark energy 45mJ
Number of sparks per firing Minimum of 2, (see Table1)
0.5ms for the first 2 sparks then 0.66ms,
Spark Separation
0.34ms, 0.66ms, etc
Spark duration About 200µs per spark
2 sparks 500µs;
4 sparks 1.3ms;
6 sparks (add 200µs for last spark) 2.2ms;
Multiple spark duration 8 sparks 3.1 ms;
10 sparks 4.1ms;
12 sparks 5ms;
14 sparks 6ms
Reluctor Circuit sensitivity 400mV RMS
Inverter operating frequency 22kHz
Down to 5V (requires a minimum of
Operating voltage
9V to start circuit)

13
14
Part Lists

CHECK QTY DESCRIPTION COMPONENT IDENTIFICATION &/OR LOCATION

Resistors
6 33kΩ 1W 5% Resistor orange-orange-orange-gold
390Ω 1W 5% Resistor
1 orange-white-brown-gold
(Reluctor trigger cct)
2 680kΩ 1/2W 1% Resistor blue-grey-black-orange-brown
2 180kΩ 1/2W 1% Resistor Brown-grey-black-orange-brown
2 56kΩ 1/2W 1% Resistor green-blue-black-red-brown
47kΩ 1/2W 1% Resistor
2 yellow-purple-black-red-brown
(Reluctor trigger cct)
2 33kΩ 1/2W 1% Resistor orange-orange-black-red-brown
1 22kΩ 1/2W 1% Resistor red-red-black-red-brown
1 15kΩ 1/2W 1% Resistor brown-green-black-red-brown
1 3kΩ 1/2W 1% Resistor brown-orange-black-red-brown
10kΩ 1/2W 1% Resistor
6 brown-black-black-red-brown
(2x Reluctor trigger cct)
1 2kΩ 1/2W 1% Resistor red-red-black-brown-brown
820Ω 1/2W 1 % Resistor
1 grey-red-black-black-brown
(Hall effect cct)
2 220Ω 1/2W 1% Resistor red-red-black-black-brown
100Ω 1/2W 1% Resistor
1 brown-black-black-black-brown
(Hall effect cct)
3 22Ω 1/2W 1% Resistor red-red-black-gold-brown
2 10Ω 1/2W 1% Resistor brown-black-black-gold-brown
47Ω 5W Resistor
2 (Points trigger cct - one optional
- see text)

Capacitors
470pF 100V MKT
2 470-100
(Reluctor cct)
2 100µF 16V Electrolytic
2 10µF 100V MKT
1 0.47µF MKT Polyester 470n/474k
1 0.15µF MKT Polyester 150n/154k
1 0.12µF MKT Polyester 120n/124k
2 0.1µF MKT Polyester 100n/l04k
1 0.01µF MKT Polyester 10n/103k
(Points cct)
1 0.0022µF MKT Polyester 2n2/222k
(Reluctor cct)
1 0.0047µF MKT Polyester 4n7/472k
0.001µF MKT Polyester 1n/102k

15
 CHECK QTY DESCRIPTION COMPONENT IDENTIFICATION &/OR LOCATION
Semiconductors
IR2155 Self Oscillating Half
2 IC1, IC2
Bridge
2 MTP3055E MOSFET Q1,Q2
2 IRF822 MOSFET Q6,Q7
4 BC337/877 NPN Transistor Q3-Q5
1N4148 / 1N914 Diode (D12
9 Reluctor/Points/ Hall cct; D1, D8-D11
D13 Points cct optional)
6 1N4936 Fast Recovery Diode D2-D5, D6, D7
5.1V Zener Diode
1
(ZD5 Reluctor trigger cct)
4 751W Zener Diode 1N4761 ZD1-ZD4
1 S14K 275 VAC MOV MOV1
2 8-Way Machined IC Socket

Transformer and Accessories

1 ETD29 Former
2 N2 7 Ferrite Core (2 pieces)
2 Clip (2 pieces)
1 Neosid Ringcore 17-732-22
1 0.25mm ECW Spool
2m 0.63mm ECW
0.5m 1mm ECW

Hardware
6 3mm Nut One to be used with L1
6 3x15mm Bolt One to be used with L1
6 3mm Shakeproof Washer One to be used with L1
2 Large Nylon Grommet
2 5mm Ring Terminal Automotive coil terminals
1 Solder Lug
TO-220 Silicon-Impregnated
4
Rubber Washer
5 TO-220 Bush One to be used with L1
2m 1mm Solder
15cm 0.71 Tinned Copper Wire
8 PC Pin
2m Red Auto Cable
2m Black Auto Cable
1m Green Auto Cable

Case and PCB

1 Diecast Case 171 x 121 x 55mm
1 PCB SC05309971 112 x 144mm

16
Table2: Capacitor Codes
Value IEC Code EIA Code
1µF 1u0 105
0.47µF 470nF 474
0.15µF 129nF 154
0.12µF 120nF 124
0.1µF 100nF 104
0.01µF 10nF 103
0.0047µF 4n7 472
0.0022µF 2n2 222
0.001µF 1n0 102
470pF 470p 471

Table3: Resisitor Colour Codes

No. Value 4~Band Code (1%) 5-Band Code (1%)
2 680kΩ blue grey yellow brown blue grey black orange brown
2 180kΩ brown grey yellow brown brown grey black orange brown
2 56kΩ green blue orange brown green blue black red brown
2 47kΩ yellow violet orange brown yellow violet black red brown
6 33kΩ orange orange orange brown orange orange black red brown
2 33kΩ orange orange orange brown orange orange black red brown
1 22kΩ red red orange brown red red black red brown
1 13kΩ brown orange orange brown brown orange black red brown
6 10kΩ brown black orange brown brown black black red brown
1 2.2kΩ red red red brown red red black brown brown
1 820Ω grey red brown brown grey red black black brown
1 390Ω orange white brown brown orange white black black brown
2 220Ω red red brown brown red red black black brown
1 100Ω brown black brown brown brown black black black brown
3 22Ω red red black brown red red black gold brown
2 10Ω brown black black brown brown black black gold brown

Personal note:
I removed 3 photos embedded in the the original SC aricle to keep this file as small as possible. They’re not very
expressive, gooogle for Cap-dis-ignit-CDI.pdf which has them all included in nice resolution.

Picture1: Opened finished CDI housing

„Designed by JOHN CLARKE“

Picture2: Opened case fixed in an engine compartment

„Here the new Multi-Spark CDI is shown mounted in the engine compartment of a Mitsubishi Sigma. Note the
long parallel run of the spark plug leads. We suggest that the spacing between these leads should be increased
to reduce any possibility of cross-fire.“
Picture3: Not surprising – opened case with a detailed view to most of components
„The Multi-Spark Capacitor Discharge Ignition system is housed in a diecast box which provides adequate
heatsinking for the four Mosfets.“
17