Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Thu, 23 Dec 2004 20:17:47 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m14.mx.aol.com ([64.12.138.204] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 578638 for lml@lancaironline.net; Thu, 23 Dec 2004 19:51:06 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.204; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m14.mx.aol.com (mail_out_v37_r3.8.) id q.8b.1d42852c (3310) for ; Thu, 23 Dec 2004 19:50:34 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <8b.1d42852c.2efcc1da@aol.com> X-Original-Date: Thu, 23 Dec 2004 19:50:34 EST Subject: Re: [LML] Re: Electrical ignition and airspeed X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1103849434" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1103849434 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/23/2004 6:04:45 P.M. Central Standard Time, REHBINC@aol.com writes: How accurate do you want to be? The compression loss depends on the effective valve timing and the cylinder heat transfer rate. This test would account for it, what ever value it might have. Rob, Thanks for the detail. EWAG's generally work for me. Rules of Thumbs are just not good enough. I know that my being short 2 cylinders results in less friction.................... Say, maybe I could measure the stabilized current draw on the starter motor (plug leads disconnected), convert that to HP and use it for the low RPM component. Wait a second, a dynamometer would just as well give the measured and delivered HP at some RPM, Baro and temperature - friction included. My engine builder could tell the HP delivered by the engine on the test stand from measuring the max RPM he could get out of his known (calibrated?) club. All other things being equal. Scott Krueger AKA Grayhawk N92EX IO320 Aurora, IL (KARR) -------------------------------1103849434 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 12/23/2004 6:04:45 P.M. Central Standard Time,=20 REHBINC@aol.com writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

How accurate do you want to be?

The compression loss depends on the effective valve timing and the=20 cylinder heat transfer rate. This test would account for it, what ever val= ue=20 it might have.

Rob,

Thanks for the detail.

EWAG's generally work for me. Rules of Thumbs are just not good=20 enough.

I know that my being short 2 cylinders results in less=20 friction....................

Say, maybe I could measure the stabilized current draw on the starter m= otor=20 (plug leads disconnected), convert that to HP and use it for the low RPM=20 component.

Wait a second, a dynamometer would just as well give the meas= ured=20 and delivered HP at some RPM, Baro and temperature - friction=20 included.

My engine builder could tell the HP delivered by the engine on the test= =20 stand from measuring the max RPM he could get out of his known=20 (calibrated?) club. All other things being equal.

Scott Krueger=20 AKA Grayhawk
N92EX IO320 Aurora, IL=20 (KARR)

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