X-Mozilla-Keys:
And Paul Yaw.
Paul Yaw wrote:
100LL is 100 octane I imagine. Go down to the airport and buy
yourself five or ten gallons for testing. The price varies from
a buck sixty to well over two dollars a gallon.
I have been told that the octane rating is determined under different
conditions for aviation fuel. I wonder how this compares with pump
gas? Is that RON or MON octane rating?
Another good question Paul. I think you are right. Just tune it for that
stuff and you will be all right. It is available just about at any
airport
in the States, Alaska, Mexico and Canada.
Do you have knock sensors on that engine?
We have found a couple of places that
make engine management computers that support knock sensors.
SDS and EFI. EFI is Ole Buhl now on the NL web site.
I will not be using knock sensors on this engine. I will not be running
more than 6lbs. of boost. Even on pump gas this can be accomplished
safely with 22 deg. leading and 10 deg. trailing timing. If I build a
higher output engine running more boost I will definetely look at a
boost retard setup. My experience in the past has been that these
sensors either don't sense anything, or they go ape shit at high rpm
even without boost. The SDS has a sensitivity adjustment that might be
helpful, but I suspect that a sensor designed for the particular
harmonic signature of the rotary might be required. Maybe the sensors
are all the same but the output is filtered differently. I don't know.
I wish someone would come up with something that worked. I think a
safer bet with an aircraft engine would be to simply run very high
octane fuel. With high octane racing fuel you can run up to ten lbs. of
boost with no timing retard. The added benefit is lower BSFC with the
increased timing. If anyone has answers about available avgas I would
be very interested.
Paul Yaw
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