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Thread: ESE's works engine tuner

  1. #34966
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    18th April 2017 - 23:08
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    Quote Originally Posted by philou View Post
    In dynamics, can the airbox add an unmeasurable addition to the dyno?

    The air being tranquilized and not subjected to the eddies and the speed of movement
    I do not know if it is a language barrier on my part.
    But is not everything that is immeasurable or otherwise can not be proven "possible"
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  2. #34967
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    6th February 2012 - 08:54
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    I am French ( ) and my English is bad

    I wanted to say :
    who cannot measure himself against the dyno

    With the calm air in the dyno room

  3. #34968
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    7th March 2018 - 05:39
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    Quote Originally Posted by philou View Post
    I am French ( ) and my English is bad

    I wanted to say :
    who cannot measure himself against the dyno

    With the calm air in the dyno room
    Bonsoir Philou,
    Dis le en Français. Ce que tu dis là n'a pas trop de sence, désolé.

    A+

  4. #34969
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    Quote Originally Posted by philou View Post
    I am French ( ) and my English is bad

    I wanted to say :
    who cannot measure himself against the dyno

    With the calm air in the dyno room
    I think I understand what you're after. Airspeed can affect different intakes in different ways, which can not be measured in a dyno room?
    Yes, it may be in some cases, in this case, the dyno run with the airbox was a reference and no test object.
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  5. #34970
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    20th June 2020 - 07:10
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    Starting to lay weld on my cylinders. Surprisingly going fairly smooth for my very first time running a TIG. Not exactly stacking dimes, but hey I only have a DC machine. Preheated to right around 300°f and kept it under 450°f to preserve the heat treat. Question regarding case reeds vs. piston cuts. Is there any noticeable advantage between a nice rear boost port and full skirt pistons, against big piston cuts and boyeson ports? The whole idea all along was to convert it to case reed because It is already under major construction. Time and effort should be ignored. I have a lot of that left in me. Stick with the plan or complete waste of time?
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  6. #34971
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    8th February 2007 - 20:42
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    Cylinder reeds with piston cutouts and or Boyesens can be made to work , the system needs analysis in EngMod to see if the proposed power level the rest of the
    engine is being designed around can be supported.
    But a case reed is a simple "weld it on and go " scenario.
    No brainer in my book.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  7. #34972
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    2nd March 2013 - 15:04
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    Wobbly, several times in your posts you've used the abbreviation RAD. By the context, I guess it's to do with environmental factors like temperature and pressure etc.
    Can you clarify please?

  8. #34973
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    RAD = Relative Air Density , this is a calculated metric including Pressure ( mBars ) Temp ( Deg C ) and Humidity %.
    The number is related to a standard set of numbers that give a reading of 100%.
    Using RAD you can calculate engine Hp correction on a dyno or calculate a jet change to suit the weather.
    I have changed to using Density Altitude , simply as the scale is bigger and I can hone in more accurately when getting a result that is in between jets.
    Good thing is that you can dial up the closest airport weather station, anywhere in the world , ( that all pilots use ) on your phone to get a current RAD or Density Altitude number , and know that it is super accurate.
    Here is an older jet chart I did in excel , one data point off the dyno , and two more from a perfect tune at the track.
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    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  9. #34974
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    2nd March 2013 - 15:04
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    Thanks Wobbly, that's really interesting.
    On that chart, it looks as if the RAD is directly inversely proportional to the altitude. Is it really that simple, or have I misunderstood?

  10. #34975
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    Basically yes.
    RAD 100% = 0 Density Altitude. And if the RAD increases to say 103 % ie more oxygen = more fuel needed = more power , then my joke at the track is that we are now under water
    the air is so dense.
    The best definition I have seen is - Density altitude is pressure altitude corrected for nonstandard temperature. As temperature and altitude increase, air density decreases. In a sense, it's the altitude at which the airplane "feels" its flying.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  11. #34976
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    18th April 2017 - 23:08
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    I had this on the computer

    RAD 100%
    C°: 15.55
    HUMIDITY: 0%
    PRESSURE: 101.52 KPa
    ELEVATION: 0M


    SAE STANDARD

    J607
    C°: 15,55
    HUMIDITY:0%
    PRESSURE: 101,32KPa
    ELEVATION: 0M


    J1349
    C°:25
    HUMIDITY:0%
    PRESSURE: 99KPa
    ELEVATION: 0M


    DIN STANDARD
    C°: 20
    HUMIDITY:0%
    PRESSURE: 101,3KPa
    ELEVATION: 0M


    JIS STANDARD
    C°: 25
    HUMIDITY:0%
    PRESSURE: 98,99KPa
    ELEVATION: 0M


    J1995
    C°: 25
    HUMIDITY: 0%
    PRESSURE: 100 KPa
    ELEVATION: 0M
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  12. #34977
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    Got home some gears that I ordered, had a bit of a hard time deciding what I would have so I have both 1 and 1.5 of the bevel gears.
    Someone who knows a little about gears who can tell about the pros and cons with a larger or smaller module, such as module 1 30 teeth or module 1.5 20 teeth.
    Assume that there will be less tolerances when mounting on a smaller module
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  13. #34978
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    6th February 2012 - 08:54
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    Quote Originally Posted by Muhr View Post
    I think I understand what you're after. Airspeed can affect different intakes in different ways, which can not be measured in a dyno room?
    Yes you understood me.

    For the gears, the language barrier will make this impossible

    I invite you to try the "filengrenne" software which I think will give you a little answer for gears.

    https://moodle.insa-rouen.fr/course/view.php?id=700

  14. #34979
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    13th September 2009 - 03:15
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    Quote Originally Posted by lodgernz View Post
    Wobbly, several times in your posts you've used the abbreviation RAD. By the context, I guess it's to do with environmental factors like temperature and pressure etc.
    Can you clarify please?
    Here's a good place to monitor weather where you'll be racing
    https://airdensityonline.com/tracks/

  15. #34980
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    2nd March 2013 - 15:04
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    Quote Originally Posted by wobbly View Post
    Basically yes.
    RAD 100% = 0 Density Altitude. And if the RAD increases to say 103 % ie more oxygen = more fuel needed = more power , then my joke at the track is that we are now under water
    the air is so dense.
    The best definition I have seen is - Density altitude is pressure altitude corrected for nonstandard temperature. As temperature and altitude increase, air density decreases. In a sense, it's the altitude at which the airplane "feels" its flying.
    I'm wondering why altitude is a factor. I thought that the ambient air pressure and the temperature were enough to calculate the air density, the air pressure being partly dependant on the altitude anyway.

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