I suspect Tracy's PIC has its hands full at high RPM
  reading this :) The single pulse by it self is probably
  rotor one. The wide pulse is probably rotor 2.

  I have no idea what Tracy is doing. He probably
  considers the single pulse is the same as the
  old 2nd gen crank angle sensor.

  The easy way is to use 2 or more sensors, one for
  each rotor, with only one tit on the wheel.

  The pictures say it all. The router motor and
  Harbor Fright (:)) motor control is the hot tip.
  This thing runs smooth to ungodly RPM's (up to
  22,000) thanks to Jim Poole's accurate machining.

  If you want a RX8 trigger wheel hub and you need to ask
  the price you can't afford it :) I have a spare one.

  It is putting out a very strong signal with .2 inch
  between the sensor and the wheel. On the order of
  8 volts peak to peak. That is a stock, high buck, RX8 sensor.
  Ill try it soon with the cheap $16 ABS sensor.

  Be careful. Don't let it come apart. It can kill.

  Paul Lamar

  Paul,

 That's great progress.  I would be interested to see what effect a
 non-concentric timing wheel would have.  I found that mine had a
 .0012-.0013" variation in the gap.  I decided to go ahead and switch over
 to
 the Renesis water pump which will use the Renesis trigger wheel and hub.
  This should cure the problem with changing gap, and possibly cure the
miss
 too.  It sure won't hurt anything.  ;-)

 Mark S.

 That out of round is not going to help. It will vary the amplitude
 of the signal once per rev. Jim Mederer tells me that is a common
 problem with the e-shaft on the 3 rotor.


 Good idea to go back to the 2nd gen CAS. Does Tracy have a different
 software package for that or will it work with either?

 I have no idea what Tracy is doing but reading the RX8 trigger wheel
 and firing a three rotor is not an easy  thing to do in software.

 How are you coming with the Hytech ?

 Paul Lamar

Paul,

We had our two grandsons for the weekend, so I haven't had time to mess
with
it.  It was all I could do to keep them from burning down the house.  I did
manage to slip away and go to the airport on Sunday for a few hours (as
described above).

Anyway, I'm a bit confused on the Hytech's purpose.  I know it is a data
logger, but you have connected some sensors.  Is this to do compression
checks, or verify manifold vacuum, or both?  I didn't want to exceed the
limits of the sensors by hitting them with 100 psi if they are meant for
vacuum.

Also, with the water pump off, I won't be testing anything for a while.

Mark

Those are for manifold vacuum and a crank angle sensor fed into
one of the A to D.

Your right. The sensors would blow up. These are the same sensors
Tracy's use in the EC2.

What you will get is a lot of raw data that looks like this.

BTW I don't think the 15 thou run out on the end of the
e-shaft is the cause of the miss. At what RPM is it missing?

I think you should borrow my RX8 trigger wheel hub and test
the EC2 with out the engine running. I think it has a software
problem over about 6500 RPM. You won't need the water pump
for that as they engine will not be running. If the injector
pulse width is not getting wider that is the problem.

In fact come to think about it I suspect Tracy's system
quits working after the torque peak as it is based solely
on manifold press and max HP comes well after peak torque
AND peak man press. If it has trouble sensing RPM
over 6000 it will not feed the additional fuel needed into
the engine at the same man press at the higher RPMs. Particularly
since you moved the torque peak down.

A car EFI systems uses a mass air flow sensor so
air flow is proportional to RPM as WELL as throttle
opening.

That explains a lot.

We need to hook up the Hytek and see what is going
on in Tracy's system over 6000 RPM with out the engine
running.

It is like trying to determine what some one is thinking
solely by observing their actions :) The hood is welded
shut :)

I have an early EC2 from the days when nobody went over
6000 RPM. Tracy has changed the software from that time.
We tried it on the p-port eng on the dyno but could not get
it tuned. We gave up at $650 a day and put the Weber on.
Perhaps we were having the same problem.

It might be interesting for me to hook it
up with the CAS simulator and see what it does
with my scope.

The bottom line is what does yours do?

Paul Lamar


Paul,

I agree, it would be very helpful to do a bench test on my EC-2.  Bobby
Hughes has a scope we can use and I'm pretty sure I can rig it up using my
trigger wheel and my router/speed controller.  Bob Darrah could fab an
adapter to fit my router.

There are two reasons I think this may be related.  First, I can get
different results by changing the gap between the timing wheel and CAS
pickup.  Second, Tracy recently commented that he had a misfire caused by
vibration of his CAS trigger bracket.  He built a stiffer bracket and the
miss was gone.  As I see it, a wobbling trigger wheel would cause the same
symptoms.

So, I think I will finish installing the Renesis water pump with new crank
hub and see if there is any improvement in how it runs.  I can then do the
bench test if it still runs poorly.  Keep in mind that before changing
engines this ignition setup would give me 7200-7300 rpm during the first few
seconds of my takeoff run.  So, something has obviously changed, I just
don't know what it was.

It may be that my exhaust system is too restrictive and is causing exhaust
gases into the intake charge at higher rpm.  Lynn Hanover has stated that
the P-port engines don't tolerate exhaust restriction well.  That makes
sense as a restrictive exhaust could force exhaust gases into the adjacent
intake during the overlap period.  Come to think of it the rpm at which the
engine began rough-running dropped after I installed the new muffler.  I may
be on to something here...  So, this may not even be ignition related after
all.

One question, what size air inlet should I have feeding the three 1-7/8" ID
runners?  Currently, I have a 3" SCAT hose with K&N filter.

Mark

I'll loan you my hub. No need for Bob to make one.

Well if you just go on area alone three runners are  8.28 square inches.
3 inch scat is 7 square inches. There is also skin friction drag pressure
loss in the tube due to velocity squared so I would go up a size or two.
There is 3.25 OD and 3.5 OD SCAT and SCEET.

SCAT is rough inside. SCEET is smoother but the inner liner
has been known to come adrift and plug it up. If you switch to
SCEET sew the inner liner to the outer liner with small diameter
safety wire.

Thin wall aluminum tube is best but I think about 3.5 inches OD would be
needed. You might want to roll your own out of .025" thick aluminum.

Send me some pictures of the P-port version of the 3 rotor.

Paul Lamar