DOCSLIB.ORG

Ignition Dynamics I TROPHY

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ignition Dynamics I TROPHY AIRCRAFT RESEARCH REPORT TRIAVIATHON Ignition Dynamics I TROPHY CAFE FOUNDATION BY BRIEN SEELEY AND THE CAFE BOARD PRESIDENT Brien Seeley VICE PRESIDENT Larry Ford TREASURER Scott Nevin SECRETARY Cris Hawkins CHIEF TEST PILOT C.J. Stephens TEST PILOT Otis Holt DIRECTORS Otis Holt Jack Norris Bendix 1200 magneto, Stephen BRIEN SEELEY Williams Ed Vetter This is the first of three would improve the perfor- shelf, bolt-on products. Al- Scott Nevin CAFE Foundation research mance of light aircraft while though their popularity is Jo Dempsey reports on aircraft ignition reducing their fuel consump- increasing, wider use of elec- Bill Bourns systems. Part I discusses ba- tion. One such innovation tronic ignition systems in Darrel sic operational and design was the use of electronically aircraft has been limited by Harris considerations while Part II advanced ignition timing concerns regarding battery presents comparative flight when operating with reduced dependency, reliability and test results. Part III will pre- manifold pressure at very lean the safety of using ignition sent the results of ignition mixture settings. Some of the timing advanced beyond that system bench testing. A more aircraft that won the CAFE specified on certificated en- comprehensive version of 400 races employed this tech- gines. Claims of up to 20% each report will be available nique to significantly improve greater fuel economy and up at www.cafefoundation.org their MPG score. to 7% increase in horsepower In the last 10 years, high have been made for these sys- BACKGROUND energy electronic ignition tems.2,3 The CAFE systems for reciprocating air- Foundation performed exten- The CAFE 400 flight effi- craft engines, particularly in sive flight performance ciency races of the 1980's experimental aircraft, have testing of electronic ignition encouraged innovations that been developed into off-the systems during 2001. To properly evaluate the test results, a re- trodes to prevent stray arcing. Its coil COMPARATIVE AIRCRAFT view of basic spark ignition engine is capable of generating as much as FLIGHT EFFICIENCY, INC. operation is helpful. 30,000 volts.5 The CAFE Foundation: In the quest for better fuel econ- A Non Profit, All Volunteer, Tax-exempt MAGNETOS omy, automotive engineers have Educational Foundation developed distributorless ignition sys- 4370 Raymonde Way In conventional aircraft magnetos, tems that allow the use of even higher Santa Rosa, CA. 95404. a high voltage arc crosses the spark energy sparks without unwanted arc- FAX 707.544.2734 plug electrode gap at the desired igni- ing. High energy sparks are better Aircraft Test Facility, Santa Rosa Airport tion timing point, typically at 25° able to ignite very lean mixtures. 707.545.CAFE (hangar, message) before the piston reaches top dead America Online: CAFE400@aol.com center (25° BTDC). For the sake of COMBUSTION DYNAMICS simplicity and to avoid detonation, the 25° BTDC timing is held constant at Ideally, the rise and fall of cylinder IMPORTANT NOTICE all power settings and RPM's. pressure is timed by the ignition event Any reproduction, sale, republication, The peak voltage demanded from a so that as much of the pressure as pos- or other use of the whole or any part magneto by a properly gapped aircraft sible is used for the mechanical work of this report without the consent of spark plug seldom exceeds about of pushing the piston. The ignition the Experimental Aircraft Association 12,000 volts. The spark voltage and timing that accomplishes this is called duration depend upon several factors "maximum brake torque" (MBT) tim- and the CAFE Foundation is strictly as shown in the table below.4 ing. MBT timing must also account prohibited. Reprints of this report for the piston’s ever-changing me- may be obtained by writing to: Sport Makes Makes Aviation, EAA Aviation Center, 3000 An increase in: chanical leverage on the crankshaft voltage duration during the expansion stroke. For a Poberezny Road, Oshkosh, WI. Plug electrode gap increase decrease given engine at a given power setting, 54903-3086. Altitude, non-turbo decrease increase MBT timing causes the peak cylinder Mixture richness increase decrease pressure to occur slightly after top ACKNOWLEDGEMENTS dead center, often in the range of 11°- Water vapor increase decrease 16° ATDC. Igniting the mixture too Compression ratio increase decrease This study was supported by grant early or too late causes a reduction in funding from the Experimental Air- Air temperature decrease increase power. Likewise, if the mixture burns craft Association and by FAA Gap airflow increase decrease too slowly, burns incompletely or ex- Research Grant Number 95-G-037. tinguishes prematurely, power loss The CAFE Foundation gratefully ac- Because the spark plug electrode will occur. Deviations from MBT knowledges the assistance of Klaus gap is a main determinant of the volt- timing of +/- 3° BTDC produce only Savier, Ben Ellison, Lyle Powell Jr., age required to ‘fire’ the spark plug, 1-2% reduction in torque, so that cycle magnetos typically use smaller gaps to cycle timing accuracy of 1° should Paul Loewen, Tim Davis, Steve Pen- (~0.018") than high energy ignition generally be adequate to sustain near ning, Wyman Shell, Wayne Reece, systems (~0.030"-0.040"). If the spark optimum torque.6 See Figure 1. Walt McPeck, Bob Pixton and Anne plug gap is set too wide, the higher The details of the propagation of Seeley, EAA Chapter 124, and the voltage discharge that this demands the flame front created at the spark Sonoma County Airport FAA Control from the magneto's coil may ulti- plug exert an important influence on Tower Staff. mately cause the coil to short fuel economy and power. The speed internally, overheat and fail. Gaps that and direction of the flame front's dis- SPONSORS are too small, although they increase persion are mainly influenced by gas Experimental Aircraft Association spark duration, are subject to fouling flow (swirl and turbulence), fuel/air Federal Aviation Administration and consequent misfiring. It is there- mass ratio, and the homogeneity, at- fore very important to set the proper omization and exhaust gas dilution of Engineered Software “PowerCadd” and WildTools electrode gap when servicing aircraft the mixture. Ideally, the fuel mixture Bourns & Son Signs spark plugs. burns smoothly and completely at the AeroLogic's Personal Simulation Works Use of larger magneto coils with proper rate and does not explode or DreeseCode Software-www.dreesecode.com higher voltage capability is limited by detonate. the tendency for stray arcing to occur within the magneto’s distributor, espe- FUEL MIXTURE engine power all vary with changes in cially at high altitude where it takes this ratio. When flying at altitudes less voltage to initiate such a stray arc. Most reciprocating aircraft engines above about 5000 feet, appropriately The Bendix 1200 magneto, shown in are equipped with a mixture control to leaning the mixture improves power, the first photo, was introduced circa allow adjustment of the leanness or economy and engine vibration. 1965 as a modern “high altitude” mag- richness of the inducted fuel to air Gasoline powered engines typically neto. It uses an extra large high mass ratio (or weight ratio). The ex- operate with fuel/air mass ratios that voltage coil and has exceptionally haust gas temperature, speed of vary from a lean value of about 0.056 wide separation of its distributor elec- combustion, ideal ignition timing and to a rich value of about 0.083. For Figure 1. Maximum Brake Torque (MBT) Timing Effects Actually, the best economy mixture is that which delivers the lowest value in Torque pounds of fuel per horsepower per 100 3 hour for the engine as a whole, a term 50° defined as the engine's brake specific adv. fuel consumption, or b.s.f.c. Piston 30° 2.5 98 adv. engine b.s.f.c. values can range from 10° about 0.38 to 0.60 lb./hp/hr. and vary adv. 2 with mixture, manifold pressure, RPM 96 and ignition timing. The b.s.f.c. MBT serves as a yardstick for the fuel effi- timing 1.5 ciency of different engines and power 94 settings and is an important determi- linder pressure, MPa nant of range, payload and cost of 1 y C operation. 92 x An engine’s best (i.e., lowest) 0.5 b.s.f.c. occurs at a particular MBT ig- Relative torque, percent of maximum x nition timing that will vary depending 90 x TDC upon the engine’s power setting. The 0 0 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 more the mixture is leaned from stoi- Crankshaft position, degrees chiometric, the more advanced will be its MBT ignition timing, because the Spark advance effects on cylinder pressure and torque. "X" signifies ignition point. leaner the mixture, the more slowly it takeoff at full power near sea level, As the mixture is leaned from this burns. fuel/air ratios are often enriched to as "best power mixture" point, power and Figure 2 indicates that, for the high as 0.11 so that excess fuel can airspeed steadily diminish, while CHT CAFE testbed aircraft, best MPG and maximum relative CAFE score occur serve as a coolant and help prevent rises slightly to peak at around 50° detonation. at an EGT that is over 100° LOP, ROP. The flight data in Figure 2 illus- where the peak CHT has fallen by Depending on the fuel's chemical trate these phenomena. composition, a fuel/air ratio of about about 50° F. This unusually lean mix- A fuel/air ratio of about 0.059 gives 0.065 to 0.067, produces a "stoichio- ture operation is made possible by metric mixture", meaning that it has an EGT about 50° "lean of peak" some modifications made to the test the chemically correct proportions of (LOP) and this has popularly been engine’s induction and exhaust sys- fuel and oxygen.
Load more

Recommended publications
  • 852 Subpart D—Block Tests; Reciprocating Aircraft Engines
    § 33.37 14 CFR Ch. I (1–1–10 Edition) all attitudes that the applicant estab- installation on the engine must be es- lishes as those the engine can have tablished and recorded. when the aircraft in which it is in- [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974] stalled is in the static ground attitude. (e) If provided as part of the engine, § 33.43 Vibration test. the applicant must show for each fluid (a) Each engine must undergo a vi- injection (other than fuel) system and bration survey to establish the tor- its controls that the flow of the in- sional and bending vibration character- jected fluid is adequately controlled. istics of the crankshaft and the pro- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as peller shaft or other output shaft, over amended by Amdt. 33–10, 49 FR 6851, Feb. 23, the range of crankshaft speed and en- 1984] gine power, under steady state and transient conditions, from idling speed § 33.37 Ignition system. to either 110 percent of the desired maximum continuous speed rating or Each spark ignition engine must 103 percent of the maximum desired have a dual ignition system with at takeoff speed rating, whichever is high- least two spark plugs for each cylinder er. The survey must be conducted and two separate electric circuits with using, for airplane engines, the same separate sources of electrical energy, configuration of the propeller type or have an ignition system of equiva- which is used for the endurance test, lent in-flight reliability. and using, for other engines, the same configuration of the loading device § 33.39 Lubrication system.
    [Show full text]
  • Spark Plug Condition Chart
    Spark Plug Condition Chart Normal Mechanical Damage Oil Fouled May be caused by a foreign object that Too much oil is entering the combustion has accidentally entered the combus- Combustion deposits are slight chamber. This is often caused by piston tion chamber. When this condition is and not heavy enough to cause rings or cylinder walls that are badly discovered, check the other cylinders to any detrimental effect on engine worn. Oil may also be pulled into the prevent a recurrence, since it is possi- performance. Note the brown to chamber because of excessive clear- ble for a small object to "travel" from greyish tan color, and minimal ance in the valve stem guides. If the one cylinder to another where a large amount of electrode erosion which PCV valve is plugged or inoperative it degree of valve overlap exists. This clearly indicates the plug is in the can cause a build-up of crankcase pres- condition may also be due to improper correct heat range and has been sure which can force oil and oil vapors reach spark plugs that permit the piston operating in a "healthy" engine. past the rings and valve guides into the to touch or collide with the firing end. combustion chamber. Overheated Insulator Glazing Pre-Ignition A clean, white insulator firing tip and/or excessive electrode ero- Usually one or a combination of several sion indicates this spark plug con- Glazing appears as a yellowish, var- dition. This is often caused by over engine operating conditions are the nish-like color. This condition indicates prime causes of pre-ignition.
    [Show full text]
  • Bibliography on Ignition and Spark-Ignition Systems
    Bibliography on Ignition and Spark-Ignition Systems U.S. Department of Commerce National Bureau of Standards Miscellaneous Publication 251 ; THE NATIONAL BUREAU OF STANDARDS Functions and Activities The functions of the National Bureau of Standards include the developm and maintenance of the national standards of measurement and the provision of means and methods for making measurements consistent with these standards; the determination of physical constants and properties of materials ; the develop- ment of methods and instruments for testing materials, devices, and structures advisory services to government agencies on scientific and technical problems; invention and development of devices to serve special needs of the Government;I and the development of standard practices, codes, and specifications, including assistance to industry, business and consumers in the development and accepi ance of commercial standards and simplified trade practice recommendation!I The work includes basic and applied research, development, engineering, instru- mentation, testing, evaluation, calibration services, and various consultation andd information services. Research projects are also performed for other govern- ment agencies when the work relates to and supplements the basic program of the Bureau or when the Bureau's unique competence is required. The scope of activities is suggested by the listing of divisions and sections on page 26. Publications The results of the Bureau's research are published either in the Burea>au'g own series of publications or in the journals of professional and scientific societies. The Bureau itself publishes three periodicals available from the Gov- ernment Printing Office: The Journal of Research, published in four separai sections, presents complete scientific and technical papers ; the Technical Ne Bulletin presents summary and preliminary reports on work in progress ; a Central Radio Propagation Laboratory Ionospheric Predictions provides da for determining the best frequencies to use for radio communications througho the world.
    [Show full text]
  • Installation Instructions SUPERCHARGER ‘90-’93 Mazda Miata Part# 999-000, 999-005, 999-010, 999-015
    Installation Instructions SUPERCHARGER ‘90-’93 Mazda Miata Part# 999-000, 999-005, 999-010, 999-015 440 Rutherford St. P.O. Box 847 Goleta, CA 93117 1-888-888-4079 • FAX 805-692-2523 • www.jacksonracing.com INSTALLATION TIME IN AS LITTLE AS 4 HOURS regularly (every 3000 miles or so), you should FOR EXPERIENCED MECHANICS, AROUND 5 have no trouble. If in doubt, check your engine’s TO 6 HOURS FOR “OCCASIONAL” MECHAN- compression. You should have at least 135psi of ICS. compression in each cylinder with no more than a 10% variance between any two cylinders or with a TOOLS REQUIRED: 3/8” Drive Socket set w/ 10% increase in any cylinder after a tablespoon of 17mm, 14mm, 13mm, 12mm, 10mm & 8mm sock- oil is poured in. Your cooling system should be up ets; Deep sockets (14mm or 9/16”, 10mm): to par (50/50 mix of water and new coolant). Phillips and Standard screwdriver, 10mm, 12mm, Basically, if you have a good engine, it will be very and 17mm open end wrench; 5mm Allen wrench happy with this supercharger. with a 3/8” drive; paper clip; a box to store your OLD PARTS in. A 1/4” drive socket set will be use- BEFORE INSTALLING THIS SYSTEM: ful with some of the tight working areas. A timing A. Drive your fuel tank empty and refill with 92 light will be needed to set the ignition timing. Octane major brand gasoline. If you can only find 91 Octane, see step #3 under “Adjustments” at the A NOTE ON ADDING A SUPERCHARGER TO end of these instructions.
    [Show full text]
  • Number: 93-04 a Technical Aspects Are FAA Approved Replaces Servl 93-004
    Number: 93-04 A Technical Aspects are FAA Approved Replaces ServL 93-004 Date: 07/13/2004 Subject: Optional Advancement of timing on the Teledyne Continental O-200A, B Compliance: Any time a complete set of Superior Air Parts, Inc. SA10200 Series Millennium® Cylinders is installed on the O-200A or B engine During the development of the SA10200 Series Millennium® Cylinder, Superior Air Parts Inc. incorporated many improvements to increase strength and service life. Requests from the field have prompted us to conduct an additional test for timing advancement. Recently, Superior has received STC SE8675SW approval to advance the magneto timing on both magnetos, from the present position of 24 degrees B.T.C., to the original timing of 28 degrees B.T.C. NOTE The timing change from 24 degrees B.T.C. to 28 degrees B.T.C. can only be accomplished on O-200A or B engines containing four Superior Air Parts, Inc. SA10200 Series Millennium® Cylinders. PROCEDURES: 1. Remove all upper spark plugs. 2. Position the No. 1 piston on its compression stroke, aligning the 28-degree B.T.C. crankshaft flange index with the bottom split on the crankcase. 3. Refer to the appropriate service information for the particular magneto in use, to properly connect a timing light. Loosen magneto retaining nuts. Rotate the magneto case until the timing light indicates that the points are just opening. If there is not enough limit allowed by the slotted flange holes, then the magneto must be removed from its pad and the magneto drive gear repositioned with the camshaft gear so that the points are just opening in the number 1 magneto firing position.
    [Show full text]
  • Service Manual
    SERVICE MANUAL GRASS TRIMMERS / BRUSH CUTTERS • TROUBLE SHOOTING • SERVICE / TORQUE LIMITS • TECHNICAL DATA 1028 4th Street S.W. • Building B • Auburn, WA 98001 • PH: 253-333-1200 • F: 253-333-1212 • tanakapowerequipment.com Introduction How To Use Your Service Manual Replacement Parts This Service Manual is arranged for quick, easy reference When replacement parts are required, use only approved and is divided into numbered sections. parts. Failure to do somayresult in products malfunction and possible injury to operator and/or bystander. NOTE: Read all information for servicing a part or system NOTE:All referenceto "Left","Right","Front" and "Back" before repair work is started to avoid needless are given from operators position. assembly. NOTE: The descriptions and specifications contained in this manual were in effect at the time this manual Preparation For Service was approved for printing. We reserve the right to Proper preparation is very important for efficient service discontinue models without notice and without work. A clean work area at the start of each job will allow incurring ob!igation. The equipment identified as you to perform the repair as easily and quickly as possible, either standard or optional and the various illustra- and reduce incidence of misplace tools and parts. A unit tions may not all be applicab!e to your unit. If you that is excessively dirty should be cleaned before work have question, always check with your dealer. starts. Cleaning will occasionally uncover trouble sources. Tools, instruments and parts needed for the job should be gathered before work is started. Interrupting a job to locate tools or parts is a needless delay.
    [Show full text]
  • 1 C255-POM-S-Feb06
    C255-POM-S-FEB06 1 Contents DISASSEMBLY OF CYLINDER HEAD 16 REFACING THE VALVES 18 REASSEMBLY OF CYLINDER HEAD 18 FOREWORD 4 GENERAL DESCRIPTION 4 CYLINDER SLEEVE 20 PISTON & CONNECTING ROD 20 OPERATION 6 CAMSHAFT 22 BEFORE STARTING 6 CRANKSHAFT 22 COOLANT 6 OIL PUMP 24 LUBRICATION 6 FUEL 7 GOVERNOR 25 OIL BATH AIR CLEANER 7 SPEED ADJUSTMENT 25 FINAL INSPECTION 8 POWER TAKE-OFF STARTING THE ENGINE 8 REMOVAL & DISASSEMBLY 26 BRINGING THE ENGINE UP TO SPEED 8 POWER TAKE-OFF STOPPING THE ENGINE 8 ASSEMBLY & INSTALLATION 28 EMERGENCY STOP 9 SPECIFICATIONS AND DERATES 30 INSPECTION 9 DAILY INSPECTION 9 PARTS 33 WEEKLY INSPECTION 9 MONTHLY INSPECTION 9 CRANKCASE AND BASE 33 CRANKSHAFT, CAMSHAFT & SERVICE 10 TIMING GEARS 34 LUBRICATION 10 PISTON & CONNECTING ROD 35 CIRCULATION OF OIL 10 CYLINDER HEAD 36 OIL FILTER 10 ROCKER ARM & COVER 37 OIL SUMP 10 OIL PUMP 10 CYLINDER BLOCK 38 MAGNETO LUBRICATION 11 OIL PUMP AND FILTER 39 GOVERNOR LUBRICATION 11 FLYWHEEL & HOUSING 41 CLUTCH LUBRICATION 11 OVERSPEED CONTROLER 42 FUEL SYSTEM 11 CARBURETOR 11 MAGNETO & GOVERNOR DRIVE 43 FUEL RATE FOR ARROW ENGINES 12 GOVERNOR 45 BTU RATE FOR ARROW ENGINES 12 INSTRUMENT PANEL 46 HIGHER HEATING VALUES OF FUEL 12 ARROW C-255 FUEL CONSUMPTION 13 CARBURETOR & AIR CLEANER 47 AIR CLEANER 13 CARBURETOR COMPONENTS 49 COOLING SYSTEM 13 RADIATOR 51 ALTRONIC 1 IGNITION 14 ELECTRIC STARTER 52 IGNITION SYSTEM TROUBLESHOOTING 14 SPARK PLUG 15 ALTRONIC 1 IGNITION 53 POWER TAKE-OFF 15 POWER TAKE OFF COMPONENTS 55 ADJUSTMENT 15 POWER TAKE OFF 56 LUBRICATION 15 COMPLETE OIL LINE KIT 57 DRIVING PLATE REPLACEMENT 15 INSTALLATION OF OIL LINES 57 COMPLETE GASKET SET 58 ENGINE OVERHAUL 16 TORQUING SEQUENCE 59 CYLINDER HEAD 16 VALVES AND MECHANISM 16 2 3 FOREWORD transfer the rotary motion of the crankshaft to take-off Cranking the engine for starting is aided by using NOTE: GENERAL DESCRIPTION assembly.
    [Show full text]
  • Heavy-Fueled Intermittent Ignition Engines: Technical Issues
    Publications 9-2009 Heavy-Fueled Intermittent Ignition Engines: Technical Issues Jeffrey Arthur Schneider Embry-Riddle Aeronautical University Timothy Wilson Embry-Riddle Aeronautical University, wilsonti@erau.edu Christopher Griffis Peter Pierpont Follow this and additional works at: https://commons.erau.edu/publication Part of the Aeronautical Vehicles Commons, and the Propulsion and Power Commons Scholarly Commons Citation Schneider, J. A., Wilson, T., Griffis, C., & Pierpont,. P (2009). Heavy-Fueled Intermittent Ignition Engines: Technical Issues. , (). Retrieved from https://commons.erau.edu/publication/145 This Report is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Publications by an authorized administrator of Scholarly Commons. For more information, please contact commons@erau.edu. DOT/FAA/AR-08/42 Heavy-Fueled Intermittent Air Traffic Organization NextGen & Operations Planning Ignition Engines: Office of Research and Technology Development Technical Issues Washington, DC 20591 September 2009 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Consult your local FAA aircraft certification office as to its use. This report is available at the Federal Aviation Administration William J.
    [Show full text]
  • 2004-01-2977 IC Engine Retard Ignition Timing Limit Detection and Control Using In-Cylinder Ionization Signal
    Downloaded from SAE International by Brought To You Michigan State Univ, Thursday, April 02, 2015 SAE TECHNICAL PAPER SERIES 2004-01-2977 IC Engine Retard Ignition Timing Limit Detection and Control using In-Cylinder Ionization Signal Ibrahim Haskara, Guoming G. Zhu and Jim Winkelman Visteon Corporation Reprinted From: SI Engine Experiment and Modeling (SP-1901) Powertrain & Fluid Systems Conference and Exhibition Tampa, Florida USA October 25-28, 2004 400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org Downloaded from SAE International by Brought To You Michigan State Univ, Thursday, April 02, 2015 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. For permission and licensing requests contact: SAE Permissions 400 Commonwealth Drive Warrendale, PA 15096-0001-USA Email: permissions@sae.org Fax: 724-772-4891 Tel: 724-772-4028 For multiple print copies contact: SAE Customer Service Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-1615 Email: CustomerService@sae.org ISBN 0-7680-1523-5 Copyright © 2004 SAE International Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions.
    [Show full text]
  • Electronic Ignition
    Electrical 6 6 For the Dealer Nearest You, Call: 800-729-3332 6.01 Electronic Ignition Crane Multi-Spark Ignition for Twin Cam 88® Models Crane ‘HI-4’ Ignition, Coil and Plug Wire Kit Electrical • Works with stock coil for outstanding performance on any bike Includes Crane HI-4 single fire ignition, single fire performance dual coil • Stock crankshaft position sensor is used to establish accurate base and reactive spiral core silicone spark plug wires. A complete modern timing. Initial timing can be set from -5° to +4°, rear cylinder timing can ignition kit for Big Twins from 1970 thru 1999 (except Twin Cam 88® be offset from -5° to +4°. Timing is easily adjusted via a rotary switch models), and Sportster® models 1971 thru 2003. 6 • For maximum horsepower, torque and reliability, contains ten advance 24548 Complete kit . .$425.89 curve families, selected via rotary switch. You can select the exact Note: Sportster® models from 1971 thru 1982 and Big Twins from 1970 thru 1983 require that advance curve you want for engines that are from factory-stock to mechanical advance units and point ignitions, or early electronic ignitions and rotors be wildly modified replaced by an OEM 32402-83 ignition timing rotor (CC #59725). • User programmable advance curves easily created on or off the bike • Requires HI-4 Powerlink Programming software to program this ignition (CC #640271 sold separately) • Full multi-spark performance; up to nine sparks at idle, three sparks up to 6,000 rpm • Easier starting, hot or cold, plus better low-speed driveability and off-idle response.
    [Show full text]
  • Tim's Updated Slick Timing Document Updated for Better Readablity and More Completeness
    Tim's Slick Mag Timing Re-Compilation http://www.myrv10.com/tips/maintenance/tims_slick_timing_info.html Tim's updated Slick Timing Document Updated for better readablity and more completeness Note: This wall all originally compiled by Sacramento Sky Ranch. I'm not trying to duplicate it totally, but instead, trim out some of the variety of engine types that they talk about, so that it mainly applies to my IO-540 D4A5, and to correct all of the poor word wrapping and other cosmetic defects such as the ugly ALL-CAPS text, that they put together, so it's easier to read. WHERE DO I STICK THE TIMING PIN? 1. TIMING INSTRUCTIONS ARE ON THE OUTSIDE OF THE BOX. Insert the T-118 timing pin in the L OR hole of the distributor block, depending on the rotation of the magneto. Refer to the Magneto Data Plate for magneto rotation direction. 2. Turn the rotor shaft opposite the specified direction of rotation until the timing pin is inserted approximately 7/8" into the distributor block. When properly engaged, the timing pin will "Seat" against the distributor block. Note: If the rotor shaft cannot be turned and the timing pin is not seated 7/8" into the distributor block, remove the pin. Turn the rotor shaft 1/8" turn and reinsert the pin. Turn the rotor shaft 1/8" and reinsert the timing pin. Then repeat steps 1 and 2 above. 3. With the pin fully inserted into the distributor block, the magnto is now aligned to fire cylinder #1. (My Note: This is NOT TDC, but rather the firing position which is probably about 25 degrees BTDC) 4.
    [Show full text]
  • Cooling System
    COOLING SYSTEM A system, which controls the engine temperature, is known as a cooling system. NECESSITY OF COOLING SYSTEM The cooling system is provided in the IC engine for the following reasons: The temperature of the burning gases in the engine cylinder reaches up to 1500 to 2000°C, which is above the melting point of the material of the cylinder body and head of the engine. (Platinum, a metal which has one of the highest melting points, melts at 1750 °C, iron at 1530°C and aluminium at 657°C.) Therefore, if the heat is not dissipated, it would result in the failure of the cylinder material. Due to very high temperatures, the film of the lubricating oil will get oxidized, thus producing carbon deposits on the surface. This will result in piston seizure. Due to overheating, large temperature differences may lead to a distortion of the engine components due to the thermal stresses set up. This makes it necessary for, the temperature variation to be kept to a minimum. Higher temperatures also lower the volumetric efficiency of the engine. REQUIREMENTS OF EFFICIENT COOLING SYSTEM The two main requirements of an efficient cooling system are: 1. It must be capable of removing only about 30% of the heat generated in the combustion chamber. Too much removal of heat lowers the thermal efficiency of the engine. 2. It should remove heat at a fast rate when the engine is hot. During the starting of the engine, the cooling should be very slow so that the different working parts reach their operating temperatures in a short time.
    [Show full text]