Quote:
Originally Posted by vex
If I had to guess the pressure sensors are directly bolted in to the combustion chamber via a spark plug hole as I doubt he's using MEMS. Temperature of the combustion chamber could be taken almost directly by placing a temp sensor on the housing immediately outside of the combustion housing (ie in the coolant flow). This would allow the modeling of the temperature fairly easily, though would be rather troublesome to do.
If what I said is true then I wonder how the pressure transducers affect your readings.
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Quote:
Originally Posted by RETed
You'd think this would be an automatic, but this presents one problem...
This will almost always affect the spark ignition due to changing the location of the spark (plug).
It might be a minor thing, but this might throw the data off just enough...
-Ted
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Quote:
Originally Posted by classicauto
Yes if memory serves, Barry's sensors are the sensor/spark plug type.
This is awesome data, and could lead to some very neat results. Its just a pity that all of this data is essentially going to be setting up a bench mark being that no one's really looked at this - in the capacity of the end user - before.
Barry, have you done any comparisons yet between pressures with and without water? Can't recall if I brought that up at deals gap.....
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Vex Ted and Classicauto.
Not using two plus per rotor would definitely invalidate the findings.
My third iteration spark plug is a –10 heat range TFX model, with a platinum electrode.
The only negative effect that it might have on combustion is that it is ¾” vs the Rotary designed reach of 7/8”.
Things to be tested are: with and without water, water/meth, splits, negative splits in vacuum, advance curves, port shapes, you name it.
Barry