X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-ma03.mx.aol.com ([64.12.206.41] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5438630 for flyrotary@lancaironline.net; Mon, 12 Mar 2012 12:58:25 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.41; envelope-from=Lehanover@aol.com Received: from mtaomg-mb06.r1000.mx.aol.com (mtaomg-mb06.r1000.mx.aol.com [172.29.41.77]) by imr-ma03.mx.aol.com (8.14.1/8.14.1) with ESMTP id q2CGvfkA021848 for ; Mon, 12 Mar 2012 12:57:41 -0400 Received: from core-moe004a.r1000.mail.aol.com (core-moe004.r1000.mail.aol.com [172.29.188.77]) by mtaomg-mb06.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id D1B78E000082 for ; Mon, 12 Mar 2012 12:57:40 -0400 (EDT) From: Lehanover@aol.com Message-ID: <259df.e14a728.3c8f8503@aol.com> Date: Mon, 12 Mar 2012 12:57:39 -0400 (EDT) Subject: Re: [FlyRotary] Re: Failure of an LS-1 D-580 type ignition coil To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_259df.e14a728.3c8f8503_boundary" X-Mailer: AOL 9.6 sub 5004 X-Originating-IP: [97.96.76.144] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20110426; t=1331571461; bh=BaoGSEWwYRUbgIbRWEMhl7+9Ynfy9lclS5DFffA4baM=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=ptu0QCmFRsnbJQPFcwe9Qp/xoz9stoEH1c3+Pp9V969mh2J16iRi5SwjqPcpgkgEw 2JqpULWB7SK09XrQXARBCz5huLmvpo40aZv71KCFildb2KIltGm76NvXD6hku5b1Jz KxLRlMttAZv3o9ljJ6SeCpga1QSW4LjFvEiL+6Eo= X-AOL-SCOLL-SCORE: 0:2:458948704:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294d4f5e2b045641 --part1_259df.e14a728.3c8f8503_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit The EGT gages are only used in full throttle static RPM situations. Where engine load is holding the RPM steady and no throttle movement is in use. If the throttle is retarded the gages will drop off the peak reading and tell you nothing. If the EGT gage probes are about 3" from the port face, you can get good data. For a cross reference at full throttle and for combustion data at other than full throttle then use a heated oxygen sensor. High EGT at lower throttle settings suggest excess fuel burning in the header. Piston tops melt due to running at best power AND not cooling the oil. Piston bottoms are cooled by waste oil from the connecting rod bearings. Best power in both piston and rotary engines is about 50 degrees rich of peak EGT. This is also where piston tops get soft and apex seals start to bow out in the center. If you have been around racers or hot rodders, you have heard "It was runnin great just before it blew up" It was indeed. It had been "leaned out" by the local Genius tuner and for the first time ever was running at best power, 50 degrees rich of peak EGT. Spark plug heat range is the number one killer of rotary engines and close to number one in piston engines. If you can buy it in any parts store, it probably isn't cold enough. Lynn E. Hanover In a message dated 3/12/2012 12:14:57 P.M. Eastern Daylight Time, rob@mum.edu writes: Thanks for you input Tracy. I haven't checked my mixture monitor under this condition yet. I'll check that next time I fly but I do notice that the EM2 indicates that the fuel flow, GPH, starts to be reduced as the MP decreases and the EGT increases. I have been told that I should try to avoid EGT's above 1550 degrees and definatelly not above 1600. In spite of these high temps upon decent I look for overheated spark plugs and damage piston top and don't see any indication of over heating. I really have to richen the mixture a lot to keep the EGT under control so the question is am I just adding more fuel where it is not needed when I'm reducing power. I have been meaning to use the auto mixture feature in the EM2 to fix this but I'm not sure it is necessary. Maybe I should just adjust the mixture so it at leased stays below 1600 degrees. Does this sound reasonable. Robert Bollinger EC2 EM2 works great. In Ford V6 --part1_259df.e14a728.3c8f8503_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
The EGT gages are only used in full throttle static RPM situation= s.=20 Where engine load is holding the RPM steady and no throttle movement is in = use.=20 If the throttle is retarded the gages will drop off the peak reading and te= ll=20 you nothing. If the EGT gage probes are about 3" from the port face, you ca= n get=20 good data. For a cross reference at full throttle and for combustion d= ata=20 at other than full throttle then use a heated oxygen sensor. High EGT at lo= wer=20 throttle settings suggest excess fuel burning in the header.  Piston t= ops=20 melt due to running at best power AND not cooling the oil. Piston bottoms a= re=20 cooled by waste oil from the connecting rod bearings. Best power in both pi= ston=20 and rotary engines is about 50 degrees rich of peak EGT. This is also where= =20 piston tops get soft and apex seals start to bow out in the center. If you = have=20 been around racers or hot rodders, you have heard "It was runnin great just= =20 before it blew up" It was indeed. It had been "leaned out" by the local Gen= ius=20 tuner and for the first time ever was running at best power, 50 degrees ric= h of=20 peak EGT.  
 
Spark plug heat range is the number one killer of rotary engines and c= lose=20 to number one in piston engines.  If you can buy it in any parts store= , it=20 probably isn't cold enough.
 
Lynn E. Hanover
 
In a message dated 3/12/2012 12:14:57 P.M. Eastern Daylight Time,=20 rob@mum.edu writes:
=
Thanks for you input Tracy.
 
I haven't checked my mixture monitor und= er this=20 condition yet. I'll check that next time I fly but I do notice that the E= M2=20 indicates that the fuel flow, GPH, starts to be reduced as the MP decreas= es=20 and the EGT increases. I have been told that I should try to avoid EGT's = above=20 1550 degrees and definatelly not above 1600. In spite of these high temps= upon=20 decent I look for overheated spark plugs and damage piston top and don't = see=20 any indication of over heating. I really have to richen the mixture a lot= to=20 keep the EGT under control so the question is am I just adding more fuel = where=20 it is not needed when I'm reducing power.
I have been meaning to use the auto mixt= ure=20 feature in the EM2 to fix this but I'm not sure it is necessary. Maybe I= =20 should just adjust the mixture so it at leased stays below 1600 degrees.= =20
Does this sound reasonable.
 
Robert Bollinger
EC2 EM2 works great.
In Ford=20 V6
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