X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from wx-out-0506.google.com ([66.249.82.228] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTP id 2337434 for flyrotary@lancaironline.net; Tue, 18 Sep 2007 09:17:46 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.249.82.228; envelope-from=msteitle@gmail.com Received: by wx-out-0506.google.com with SMTP id i27so1456380wxd for ; Tue, 18 Sep 2007 06:17:09 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=beta; h=domainkey-signature:received:received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; bh=Ts7MyaHrm9SdASqtxKe2G2hFkOZ93eROfDSgykj4Gbg=; b=i2urX6SvwHAMBP899S2SznSl5wlOyBhP1o+H0xYmt7CuSw4r7hctS4pIbRGsdjw8MLAJGOTfolzu/JJOd7EBxYkQasPP9KAm5fw42y1yXXX4IEm13pRCyoIWFpLKKaWMZRfMxc0PpZa3/CoPJ1xmIUz3sIgTNaX4iNjNfT8g0GU= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=beta; h=received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; b=WOggWD5sBzM6HR3RO2VdpaDgtOc9cPxX9KJWP6uXe5xcuKF5bBSeeZAMilDlqueqrbkqD42o8p6KExYWaBw1b3SAP3U3uLc3Lux41unJd40GfVTwuqLZg4q3KMBJOi1HFjhq4HT7R5oAGYM7V0JGzy1pDvOIndlgcnlikXBSoFU= Received: by 10.90.79.6 with SMTP id c6mr4065764agb.1190121429045; Tue, 18 Sep 2007 06:17:09 -0700 (PDT) Received: by 10.90.35.16 with HTTP; Tue, 18 Sep 2007 06:17:08 -0700 (PDT) Message-ID: <5cf132c0709180617q492fcef3xa1b88d20b481e6e8@mail.gmail.com> Date: Tue, 18 Sep 2007 08:17:08 -0500 From: "Mark Steitle" To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] One for the guys that don't give up In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_12128_2126458.1190121429018" References: ------=_Part_12128_2126458.1190121429018 Content-Type: text/plain; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Al, Quite frankly, I haven't tried the coil disable feature at high rpm yet. So, I don't have an answer to your question. Heck, I can't even get my auto-tune to work. This may be something to do with engine dynamics (as rp= m rises, the trailing plugs become more effective... just a guess). Does anyone else experience these symptoms? Mark On 9/17/07, Al Gietzen wrote: > > > I don't seldom give up on a problem, but I came awfully close this time. > > Mark > > OK; Mark; (or anybody). Since we both have 20Bs, and both use the EC2 > controller, maybe you have a clue for this one. I've brought this up here > before, but no solution. > > I have all the latest updates on the EC2, and I have double checked the > static timing set at 35o BTDC. From that point on the EC2 is handling th= e > timing curve with rpm and MAP. > > At lower power levels, disabling the leading ignition clearly has a large= r > effect than disabling the trailing =96 as one would expect. At somewhere > around 18" MAP, (don't know right now what rpm that is, maybe close to 40= 00) > the effect is about equal when disabling either set. At higher power > levels, there is a larger effect of disabling the trailing than the > leading. That troubles me. I think the leading should always have a > greater effect. It makes me wonder about the timing; or if something els= e > is wrong. > > I have in the past tried varying the timing 2 or 3 steps while at power, > but couldn't discern a change in rpm greater than the normal variation in > the readout. Tracy sent me the XL spreadsheet with the timing curve data= , > but I haven't yet figured a safe way of checking it with that prop spinni= ng > close by. > > Does your installation exhibit the same behavior? Is there some > explanation for this? What test should I perform? > > One thing that occurs to me is that Tracy measures MAP out before the > runners. I measure MAP at the manifold, downstream from intake plenum an= d > three short runners and the 3-barrel TWM throttle body. At WOT my MAP is > not atmospheric pressure =96 it is maybe 2-3" HG less. I can't quite see= how > that is an issue; but maybe someone else with a TWM TB setup with the MAP > port downstream would know. > > > > Other than that I'm very pleased with the new mixture correction table > setup for the 20B. Much less tuning and seamless transistion between tab= les > and through the stage point. Probably the pulse clamping and injector > isolation diodes are part of that. > ------=_Part_12128_2126458.1190121429018 Content-Type: text/html; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline
Al,
Quite frankly, I haven't tried the coil disable feature = at high rpm yet.  So, I don't have an answer to your question.&nbs= p; Heck, I can't even get my auto-tune to work.  This may be somet= hing to do with engine dynamics (as rpm rises, the trailing plugs become mo= re effective... just a guess).  Does anyone else experience these symp= toms?
 
Mark 

 
On 9/17/07, = Al Gietzen <ALVentures@cox.net= > wrote:


= I don't seldom give up on a problem, but I came awfully close this time= .

Mark

OK; Mark; (or anybody). &= nbsp;Since we both have 20Bs, and both use the EC2 controller, maybe you ha= ve a clue for this one. I've brought this up here before, but no solution.

I have all the latest updates o= n the EC2, and I have double checked the static timing set at 35o BTDC.  From that point on the EC2 is handling the timing curve with = rpm and MAP.

At lower power levels, disablin= g the leading ignition clearly has a larger effect than disabling the trail= ing =96 as one would expect.  At somewhere around 18" MAP, (don't know= right now what rpm that is, maybe close to 4000) the effect is about equal= when disabling either set.  At higher power levels, there is a larger= effect of disabling the trailing than the leading.  That troubles me.=   I think the leading should always have a greater effect.  It ma= kes me wonder about the timing; or if something else is wrong.=20

I have in the past tried varyin= g the timing 2 or 3 steps while at power, but couldn't discern a change in = rpm greater than the normal variation in the readout. =20 Tracy= sent me the XL spreadsheet with the timing curve data, but I haven't yet f= igured a safe way of checking it with that prop spinning close by.

Does your installation exhibit = the same behavior? = Is there some explanation for this?  What test should I perform?

One thing that occurs to me is = that Tracy measures MAP o= ut before the runners.  I measure MAP at the manifold, downstream from= intake plenum and three short runners and the 3-barrel TWM throttle body.&= nbsp; At WOT my MAP is not atmospheric pressure =96 it is maybe 2-3" HG les= s.  I can't quite see how that is an issue; but maybe someone else wit= h a TWM TB setup with the MAP port downstream would know.

 

Other than that I'm very please= d with the new mixture correction table setup for the 20B.  Much less = tuning and seamless transistion between tables and through the stage point.=  Probably the pulse clamping and injector isolation diodes are part o= f that.


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