X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da06.mx.aol.com ([205.188.169.203] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4963503 for flyrotary@lancaironline.net; Sun, 01 May 2011 16:31:49 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.169.203; envelope-from=Lehanover@aol.com Received: from imo-ma03.mx.aol.com (imo-ma03.mx.aol.com [64.12.78.138]) by imr-da06.mx.aol.com (8.14.1/8.14.1) with ESMTP id p41KVA26004783 for ; Sun, 1 May 2011 16:31:10 -0400 Received: from Lehanover@aol.com by imo-ma03.mx.aol.com (mail_out_v42.9.) id q.10a3.469dfb7 (45303) for ; Sun, 1 May 2011 16:31:08 -0400 (EDT) Received: from magic-d25.mail.aol.com (magic-d25.mail.aol.com [172.19.146.159]) by cia-mc04.mx.aol.com (v129.10) with ESMTP id MAILCIAMC045-b0f74dbdc30b19e; Sun, 01 May 2011 16:31:07 -0400 From: Lehanover@aol.com Message-ID: <28a14.167ca4ee.3aef1d0b@aol.com> Date: Sun, 1 May 2011 16:31:07 EDT Subject: Re: [FlyRotary] Re: Timing Question for Tracy To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_28a14.167ca4ee.3aef1d0b_boundary" X-Mailer: AOL 9.6 sub 130 X-AOL-IP: 173.88.24.45 X-Spam-Flag:NO X-AOL-SENDER: Lehanover@aol.com --part1_28a14.167ca4ee.3aef1d0b_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit OK. That is what I did. One coil for the front housing and one for the rear. Piece of cake. One reluctor, two pickups. I took a look at the "SAG" seminar from Tech Welding's get together, and noticed that both leading and trailing plugs looked to have been badly overheated. The street plugs are very hot and only perform well because of the shielding. Higher numbers in NGK is going colder. Racers use the 11.5 heat range. Very cold, fine wire center and nearly fine wire ground electrode. Gapped at .010" regap back to .010" when they get to .015" one time then discard. $25.00 each. Let me dispel some common knowledge. Racing engines must endure very high stresses induced by high power output, high heat and high revs (9,600 RPM). But they have modest duty cycles. About 75%. They spend much time at high revs and fully closed throttle. As in braking from 146 (our best) driver screaming fogging his visor, both feet on the brake pedal. Other times its just up and down through the gears and much of that will show up as closed throttle. When we look at data after a session we are looking to minimize closed throttle time. Not much racing going on at closed throttle. Airplanes have duty cycles very close to 100%. Wide open throttle for hours on end. A much higher degree of difficulty. Mostly problems with heat rejection as you read about here every day. And the need for a hot street plug to keep the deposits away may not exist. I would go way cold and back off of that only if fowling actually becomes a problem. If the Mazda dealer has it in stock, it is probably too hot. If one of those electrodes is square ended new, it should still be square ended when you throw it away. None of that melted to round stuff. All sorts of things come up when the plugs are too hot a heat range, and they are all bad. Lynn E. Hanover My initial design is essentially a single coil firing two plugs in the same chamber simultaneously. --part1_28a14.167ca4ee.3aef1d0b_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

OK. That is what I did. One coil for the front housing and one for th= e=20 rear. Piece of cake. One reluctor, two pickups.

I took a look at the "SAG" seminar from Tech Welding's get together,= and=20 noticed that both leading and trailing plugs looked to have been badly=20 overheated. The street plugs are very hot and only perform well because of= the=20 shielding. Higher numbers in NGK is going colder.

Racers use the 11.5 heat range. Very cold, fine wire center and nearl= y fine=20 wire ground electrode. Gapped at .010" regap back to .010"

when they get to .015" one time then discard. $25.00 each.

Let me dispel some common knowledge. Racing engines must endure

very high stresses induced by high power output, high heat and high= revs=20 (9,600 RPM). But they have modest duty cycles. About 75%. They spend much= time=20 at high revs and fully closed throttle. As in braking from 146 (our best)= driver=20 screaming fogging his visor, both feet on the brake pedal. Other times its= just=20 up and down through the gears and much of that will show up as closed thro= ttle.=20 When we look at data after a session we are looking to minimize closed thr= ottle=20 time. Not much racing going on at closed throttle.

Airplanes have duty cycles very close to 100%. Wide open throttle for= hours=20 on end. A much higher degree of difficulty. Mostly problems with heat reje= ction=20 as you read about here every day. And the need for a hot street plug to ke= ep the=20 deposits away may not exist. I would go way cold and back off of that= only=20 if fowling actually becomes a problem.

If the Mazda dealer has it in stock, it is probably too hot.

If one of those electrodes is square ended new, it should still be sq= uare=20 ended when you throw it away. None of that melted to round stuff.

All sorts of things come up when the plugs are too hot a heat range,= =20 and they are all bad.

Lynn E. Hanover

My=20 initial design is essentially a single coil firing
two plugs in the= same=20 chamber simultaneously.

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