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Actually, the question should be more properly
asked as follows:
****** so...
what was the measured temperature of the plug ceramic tips (both top and bottom plugs) with the
engine at full power and leaned for best power ... and the cylinder heads at temperatures close to
redline *** ?
That is the question. No "appearances" .
Just some hard numbers.
so... what was the measured temperature of the plug ceramic
tips with the engine at full power and leaned for best power
?
That is the question. No "appearances" .
Just some hard numbers.
I spoke with Klaus of LSE about this plug thingy, and he
said he did research on this with instrumented plugs 12-15 years ago. The
results were written-up in an article in Sport Aviation about that time. He says
that a plug in the proper heat range will have the insulator covered with a
light tan that varies in shade from slightly darker to slightly lighter; if it
is an even shade then it is running a little too hot. Cracked insulators on a
plug is a sign of detonation. He reminded me that those planes racing at Reno
with LSE ignition and recommended automotive plugs have never had a cylinder go
bad, but several planes with aircraft plugs have. He also said that those
fellows running full-out at 250 mph TAS or more on the race to Oshkosh at
2000' will have 2" MAP boost and will be running at or above 100% power the
whole way! He also claims that none of those racing who have LSE EI
have had a problem with detonation or pre-ignition.
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