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Years ago when dynoing engines, I discovered that California
engine dynos added a multiplier to the HP calculation, such as the
operators hat size or street address. When they came to Ohio where no
such fudge factor was available, the air in Ohio was the same for
everyone, and we could yank them down the straightaways. HP sells
engines. Tire thrust at the contact patch wins races.
Lynn E. Hanover
-----Original Message-----
From: alwick@juno.com
To: flyrotary@lancaironline.net
Sent: Tue, 1 May 2007 7:53 AM
Subject: [FlyRotary] Re: Throttle body size/ other "Paul" issues
This is very important concept..... When you have a theory(pauls TB
diameter), try to find ways to convert it to facts. Usually there are simple
ways to do so. You could also compare rpm with throttle plate closed a bit
compared to full throttle. If no difference, that too would indicate the theory
bogus. Although I prefer Tracy's approach.
-al wick
On Mon, 30 Apr 2007 10:18:53 -0400 "Tracy Crook" < lors01@msn.com> writes:
Here's a simple test you can do to remove the 'opinion
factor' out of this discussion. If your manifold pressure at WOT is the
same as ambient barometric pressure (at low altitude), there is nothing a
larger TB will do to improve it. If MP is less than ambient, start
looking at your intake path factors like inlet, SCAT tubing (if used), air
filter, and anything else in the air path. If none of these are the
limiting factor, then and only then should you think about going to a larger
TB.
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