X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 21 Feb 2012 09:01:23 -0500 Message-ID: X-Original-Return-Path: Received: from imr-da06.mx.aol.com ([205.188.169.203] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5406991 for lml@lancaironline.net; Mon, 20 Feb 2012 17:29:48 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.169.203; envelope-from=Sky2high@aol.com Received: from mtaomg-da04.r1000.mx.aol.com (mtaomg-da04.r1000.mx.aol.com [172.29.51.140]) by imr-da06.mx.aol.com (8.14.1/8.14.1) with ESMTP id q1KMT33a027551 for ; Mon, 20 Feb 2012 17:29:03 -0500 Received: from core-mtc004c.r1000.mail.aol.com (core-mtc004.r1000.mail.aol.com [172.29.235.13]) by mtaomg-da04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 6AF05E000089 for ; Mon, 20 Feb 2012 17:29:03 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <423de.3cbda72a.3c74232f@aol.com> X-Original-Date: Mon, 20 Feb 2012 17:29:03 -0500 (EST) Subject: Re: [LML] Re: Fine wire vs regular spark plugs X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_423de.3cbda72a.3c74232f_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:414869152:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338c4f42c92f77d3 --part1_423de.3cbda72a.3c74232f_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Oh yeah.... Speaking of crazy, I operate my moped iridium plugs LOP all= =20 the time in my injected, electronic ignition 320. Oh, that's right, it is= =20 below 75% power. =20 Ya know, fixed spark timing might just be a component of LOP (or somewhat= =20 lean of rich) plug problems (if any). =20 =20 Aviation - stay in the dark ages and everything will run just as it used= =20 to - sloppy, but it works. Let's see, the price of av gas may soon exceed= =20 the per liter price of potato vodka - an alternative green power source (o= r=20 use as a pain(t) remover). =20 Grayhawk =20 force shields up.... =20 =20 In a message dated 2/20/2012 2:05:03 P.M. Central Standard Time, =20 cberland@systems3.net writes: =20 =20 =20 Paul, if they have an automotive background, they may have never been=20 exposed to high power LOP. I clearly remember the first time I was. In = the=20 late =E2=80=9880=E2=80=99s I was doing consulting work for Pontiac Motor Sp= orts on their =20 IMSA GTP cars. We got the fuel injection stuff from Cosworth and they=20 suggested we run LOP at max power for fuel economy at Daytona. My reactio= n was=E2=80=A6 .Are you @*&% crazy=E2=80=A6.you must be kidding!=20 Craig Berland The slide was clearly "LOP" and I got the impression they are savvy enough= =20 to understand the difference you mentioned below. I just did not have=20 time to address the issue with them, but I have his card so I'll ask what= =20 Tempest means.=20 =20 =20 Paul Miller=20 =20 =20 On 2012-02-20, at 11:32 AM, Craig Berland. wrote: =20 =E2=80=9CThere was one slide that showed a badly eroded massive and it was= blamed=20 on "severe LOP operation=E2=80=9D =20 =20 Let me take a stab at this. I suspect what they said or at least meant=20 was, the badly eroded electrode was caused by severe detonation as a resul= t=20 of lean operation. What I mean is, if you are at high power and 300-400= =20 degF Rich of Peak and you lean to 50degF Rich of Peak, you are in what I w= ould=20 call a severe engine operation zone caused by leaning. That is, you are=20 way too lean for Rich of Peak operation at high power. If you continue=20 leaning to 60-100 degF Lean of Peak, you are what I would call a pilot wit= h good=20 engine mangagement skills. By continuing the leaning process you reduce = =20 peak cylinder pressures and therefore peak temperatures. The likelihood o= f=20 detonation increases as temperature and pressure increase. By leaning to= =20 60-100 degF LOP, you significantly reduce the likelihood of detonation from= =20 the 50 degF ROP setting. =20 Craig Berland =20 N7VG =20 =20 --part1_423de.3cbda72a.3c74232f_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Oh yeah....  Speaking of crazy, I operate my moped iridium plugs = LOP=20 all the time in my injected, electronic ignition 320.  Oh, that's righ= t, it=20 is below 75% power.
 
Ya know, fixed spark timing might just be a component of LOP (or=20 somewhat lean of rich) plug problems (if any). 
 
Aviation - stay in the dark ages and everything will run just as = it=20 used to - sloppy, but it works.  Let's see, the price of av gas may so= on=20 exceed the per liter price of potato vodka - an alternative green power sou= rce=20 (or use as a pain(t) remover).
 
Grayhawk
 
force shields up....
 
In a message dated 2/20/2012 2:05:03 P.M. Central Standard Time,=20 cberland@systems3.net writes:
=

Paul,=20 if they have an automotive background, they may have never been exposed t= o=20 high power LOP.   I clearly remember the first time I was. &nbs= p;In=20 the late =E2=80=9880=E2=80=99s I was doing consulting work for Pontiac Mo= tor Sports on their=20 IMSA GTP  cars.  We got the fuel injection stuff from Cosworth = and=20 they suggested we run LOP at max power for fuel economy at Daytona. = My=20 reaction was=E2=80=A6.Are you @*&% crazy=E2=80=A6.you must be=20 kidding!

Craig=20 Berland=

 

The slide was clearly "LOP" and I got the impression= they=20 are savvy enough to understand the difference you mentioned below.  = I=20 just did not have time to address the issue with them, but I have his car= d so=20 I'll ask what Tempest means.

 

Paul Miller

On 2012-02-20, at 11:32 AM, Craig Berland.=20 wrote:



=E2=80=9CThere was one slide that showed a badly ero= ded massive and=20 it was blamed on "severe LOP operation=E2=80=9D

Let=20 me take a stab at this.  I suspect what they said or at least meant = was,=20 the badly eroded electrode was caused by severe detonation as a result of= lean=20 operation.  What I mean is, if you are at high power and 300-400 deg= F=20 Rich of Peak and you lean to 50degF Rich of Peak, you are in what I would= call=20 a severe engine operation zone caused by leaning. That is, you are way to= o=20 lean for Rich of Peak operation at high power.  If you continue lean= ing=20 to 60-100 degF Lean of Peak, you are what I would call a pilot with good= =20 engine mangagement skills.  By continuing the leaning process you re= duce=20 peak cylinder pressures and therefore peak temperatures.  The likeli= hood=20 of detonation increases as temperature and pressure increase.  By le= aning=20 to 60-100 degF LOP, you significantly reduce the likelihood of detonation= from=20 the 50 degF ROP setting.

Craig=20 Berland

N7VG

 

 

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