Hi Bill,
No, I have not. I have thought
about it on the ground, but always seem to forget in the air. I guess
part of it is that I think I have found good timing for power on takeoff and
climb and just don't want to mess with that. But, now that I think of
it I presume that I could mess with the timing on the "B" controller and
leave the "A" controller where it is, Hummmm.
I think I will check with Tracy to make certain screwing
with the timing on one processor won't screw it up on the other. I am
99% certain - buuuttttt want to be sure.
I am going to put the presentation on my website (well,
actually I dont' have my own, but a guy by name of Don Mack has hosted my
stuff for 4 years. Perhaps he won't mind adding some
more.
In any case, I will probably make hardcopy for a nominal
fee (cover my costs) for those interested.
I've actually copyrighted the presentation and
officially registered it with the Library of Congress CopyRight Office.
I don't know if anything similar was even done by the Mazda engineers.
We know they did a lot of cut and try experimenting. Like for the 1990
VDIE manifold the to the 1988 NA DIE manifold and changed its length in
200mm segments and then ran dyno curves. Then they chose the segment
lengths that gave them the curves they wanted. So they may never have set
down and worked out the equations - what need had they when they had the
resources to emperically derive what they wanted {:>)
Hell, I might find little guys dress all in black swinging
long sharp swords at my neither region {:>). I might accused of
industrial spying {:>)
Well, going to also go to SERFI at Evergreen, Al in early
October. Plan on meeting Tracy there and having him give my work a
santity check. I sort of probed Paul Lamar, but without even seeing a
single slide, he started telling me that I would have a "hard sell". I
guess that is because he has "gone on the record" with an email telling
folks not to copy anything I was doing manifold wise, because it would
"hurt" engine performance at aircraft rpms. Well, he was wrong, but at
the time there was nothing I had to show that. I now do {:>).
It might need a little twicking on a couple of the parameter values, but the
logic and equation derivation is straight foward. No tricks up the
sleeve, no magic hats - its all laid out for anyone who can follow simple
high school algebra (and even if they can't) will understand.
Keep trying to tell some of these folks that just because
an intake system is advertised (even honestedly) that it will produce 220 HP
at 8000 hp, doesn't mean that it will work for an aircraft (unless we can
find a way to shift gears). But, I went that route early on so it take
some time and poor experiences to help you find the path.
Good hearing from you, Bill. I am going to try and
make the SWRFI next year as I have a long lost nephew living near that
area.
Take care and good flying
Best Regards
Ed
----- Original Message -----
Sent: Friday, September 19, 2003 8:34
PM
Subject: [FlyRotary] Re:
Turbomania
|
Ed,
Have you ever tweedled with the timing while at cruise
RPM? I didn't think to try that, but I may.
Unfortunately work precludes the Shady Bend attendance this
time. Rats again.
I am really looking forward to somehow taking in your
presentation on intake manifolds.
Bill
|
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