X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 02 Mar 2007 13:47:41 -0500 Message-ID: X-Original-Return-Path: Received: from smtp107.sbc.mail.mud.yahoo.com ([68.142.198.206] verified) by logan.com (CommuniGate Pro SMTP 5.1.7) with SMTP id 1878929 for lml@lancaironline.net; Fri, 02 Mar 2007 13:21:45 -0500 Received-SPF: none receiver=logan.com; client-ip=68.142.198.206; envelope-from=elippse@sbcglobal.net Received: (qmail 97800 invoked from network); 2 Mar 2007 18:19:54 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=sbcglobal.net; h=Received:X-YMail-OSG:Message-ID:From:To:Subject:Date:MIME-Version:Content-Type:X-Priority:X-MSMail-Priority:X-Mailer:X-MimeOLE; b=XQqhHgnTaaw3e1FlUG5TfNSxkn3TK1o2E4jXxJK28l9N9W/AHbScGs4FweKr99jDXFifNZNfOjWtiL4gZEQ4V96G/v1ssRmhEF2OTrVaEYjLxrLh+PUtCt6KyIae0lllCdeNiu9XUKn+nn/Qzuw28fRKJoYTF2/1oJb8pRbK2KI= ; Received: from unknown (HELO Computerroom) (elippse@sbcglobal.net@75.15.154.248 with login) by smtp107.sbc.mail.mud.yahoo.com with SMTP; 2 Mar 2007 18:19:54 -0000 X-YMail-OSG: Gf5levIVM1kxWMxNGxWxm7nb8w_Q7pXNkQWEcKxjbfHY2suPDPKLl01lPyP3XY6gh4H.k.bzYI9Gwul0689oNQyVgj8nmBnVS9DLq1z5RLb3PcywAN2Eq2iW.0wq5iG_bTN4ol5CKI4TClI- X-Original-Message-ID: <002901c75cf7$62431730$f89a0f4b@Computerroom> From: "Paul Lipps" X-Original-To: "Marv Kaye" Subject: California HP X-Original-Date: Fri, 2 Mar 2007 10:19:56 -0800 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0026_01C75CB4.5327E2A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 This is a multi-part message in MIME format. ------=_NextPart_000_0026_01C75CB4.5327E2A0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable In my prop-on-plane evaluation equations, I put in sea-level rated HP at = rated rpm and, where appropriate, boost, then I adjust this value for = design rpm, density altitude, and boost with delta T* or stagnation = pressure. The numbers I get from one CA engine shop are always about 10% = to 20% too high. Using the equation HP=3DPLANK, and solving it for = P=3D150 psi MEP, gives HP=3D DISP X RPM / 5280. Use this on an O-320 at = 2700 rpm and you get 163 HP, an O-360 gets 183 HP! According to CF = Taylor and others, raising the CR from 8.5:1 to 10.5:1 will give about = 9% more power. Sure, you can up that even more with tuned intake, about = 31" long at 3000 rpm, tuned exhaust, about 71" long at 3000 rpm, or a = pretty-much linear increase of power with RPM. But any time the numbers = depart significantly from values obtained with these methods, they = should be viewed with much skepticism! I still haven't had a chance to = try out my airplane dyno method yet. I bought the extra scale I needed = to have two to put under the main wheels, but haven't had someone to = help me the few times I've been to the airport recently. Designing = airplane stuff has kept me pretty busy lately! p.s. Any time an engine builder tells you that he can not get the = highest power with an electronic ignition, but only with mags, that must = also be viewed with skepticism. There's one engine builder who makes = lots of money re-building mags, and he always puts down EI systems. If = the EI is timed the same as the mag, will the mag spark be all that = much better? With its much wobblier cylinder-to-cylinder timing? Keep in = mind, as little as 0.6 mJ will ignite a charge, and LSE's Plasma III = puts out about 140 mJ total each spark event!=20 * Keep in mind that boosted MAP doesn't really tell you how much power = you are getting if you don't factor in the induction air temperature = rise, delta T, to determine the charge density! ------=_NextPart_000_0026_01C75CB4.5327E2A0 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
In my prop-on-plane evaluation equations, I put = in=20 sea-level rated HP at rated rpm and, where appropriate, boost, then = I=20 adjust this value for design rpm, density altitude, and boost with = delta=20 T* or stagnation pressure. The numbers I get from one CA engine = shop are=20 always about 10% to 20% too high. Using the equation HP=3DPLANK, and = solving it=20 for P=3D150 psi MEP, gives HP=3D DISP X RPM  / 5280. Use this on an = O-320 at=20 2700 rpm and you get 163 HP, an O-360 gets 183 HP! According to CF = Taylor and=20 others, raising the CR from 8.5:1 to 10.5:1 will give about 9% more = power. Sure,=20 you can up that even more with tuned intake, about 31" long at = 3000=20 rpm, tuned exhaust, about 71" long at 3000 rpm, or a pretty-much = linear=20 increase of power with RPM. But any time the numbers=20 depart significantly from values obtained with these = methods,=20 they should be viewed with much skepticism! I still haven't had a chance = to try=20 out my airplane dyno method yet. I bought the extra scale I needed to = have two=20 to put under the main wheels, but haven't had someone to help me = the few=20 times I've been to the airport recently. Designing airplane stuff has = kept me=20 pretty busy lately!
p.s. Any time an engine builder tells you that = he can not=20 get the highest power with an electronic ignition, but only with = mags, that=20 must also be viewed with skepticism. There's one = engine builder who=20 makes lots of money re-building mags, and he always puts down EI = systems. If the=20 EI is timed the same as the mag, will the mag spark  be all that = much=20 better? With its much wobblier cylinder-to-cylinder timing? Keep in = mind,=20 as little as 0.6 mJ will ignite a charge, and LSE's Plasma III puts = out=20 about 140 mJ total each spark event!
 
* Keep in mind that boosted MAP doesn't = really tell=20 you how much power you are getting if you don't factor in the induction=20 air temperature rise, delta T, to determine the charge = density!=20
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