Installation will vary depending on the type of engine being converted to use CDI.

Download a PDF file of the instructions here: NewIgnitionIstructions.pdf

When converting an existing electric ignition petrol engine to use this CDI unit the required magnet should already be mounted on the engine. When converting a non electric ignition petrol engine, or a glow engine a magnet will need to be purchased (see below) and fitted.

When converting glow engines to run on petrol the compression ratio often needs to be reduced, this can be done by fitting extra head shims to the engine. These can be purchased for all the engines we sell here - Engine spares.

Click here to see a moving image showing TDC and where to set the timing for magnet installation

Supplied with sensor holder, hall effect sensor and cable tidy for the wiring.

Battery, spark plug and magnet not included.

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Following the runaway success of the Single Ignition we are now pleased to present a system for twin cylinder glow engines.

Supplied with sensor holder, hall effect sensor and cable tidy for the wiring.

Battery, spark plug and magnet not included.

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New! Single ignition system for glow plug thread with spark plug cap at 120 degrees.



Ideal for four strokes with more recessed plugs. Supplied with sensor holder, hall effect sensor and cable tidy for the wiring.

Battery, spark plug and magnet not included.



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This special adapter will reduce the size of the spark plug required from a 14mm plug such as the R6F to a glow plug thread spark plug, ideal for cowled installations where a large plug can cause problems fitting everything in.



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A complete 90 degree plug cap replacement kit.



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A complete 120 degree plug cap replacement kit.



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This magnet is manufactured from Neodynium iron Boron which is up to 5 times more powerful than Alnico. It is nickel plated to reduce the onset of corrosion when used under normal circumstances and is ideally suited to proximity switch triggering. To fit to your prop driver simply drill a 3.9mm hole and force the magnet in.

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This ingenious little gadget really makes life easier when installing magnets and checking timing. It allows you to check and set your static timing point and has both an LED signal as well as an audible buzzer, allowing you to concentrate on what you are doing!

Simply plug in your sensor and away you go. We supply this with the 2 required batteries, a sensor is not included.



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The Ignition test kit is a very useful tool for testing the both the operation of the CDI unit and for interference with electronics in the aircraft. In use the unit takes the place of the sensor and can supply a pulse that mimics it over a range of 400 RPM-20,000 RPM . The unit has a thumb wheel which allows the user to select the rev range required when testing.

When connecting the unit it is important to have the white wire (pulse out ) marker on the circuit board. It allows the user to range check the aircraft without the need to run the engine.

This is a must have for petrol engine users, the engine can be switched off via this unit which remotely kills the electronic ignition from a spare servo channel.

The unit is 'opto' isolated to give interference free operation, totally isolating the CDI from the electronics of the unit receiver.

The unit incorporates a very bright LED to indicate when the ignition is armed.

The unit is managed by a PIC micro controller, giving it a fast response time and it only weighs 0.3oz (8g).

This device allows you to kill the engine at the flick of a switch on your transmitter and therefore, by using the failsafe facility on your radio system (or a standalone failsafe unit), it could be configured so that the engine stops if the radio signal (or receiver battery power) is lost.

It has come to our attention that some 6014 receivers operate on a lower signal voltage to the servos and some servos will not function. In some instances a signal booster has been required to support the kill switch.

The mini onboard tachometer uses the pulse from the HALL sensor to give a bright display of the engine's R.P.M. x 10.

The supply for the unit is taken from the Ignition battery so no extra battery is required, but it can also be supplied direct with a voltage range 3.5v to 8.4v at a current of 25mA and a rev range up to 30,000rpm.

The window size 41mm x 17mm x 12mm makes it a very compact unit.

A "y" lead is supplied with the tacho to connect it with the sensor and the C.D.I.



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