klehman(at)albedo.net
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 Posted: Mon Mar 03, 2008 6:18 pm Post subject: Ignition control in a dual alternator dual bus system |
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The only explanation that I can think of is miss tuning of the advance
curve either by the supplier, or by the installer. With a dyno they
should be able to get it optimum. After all isn't the main advantage of
EI to have the advance optimized 100% of the time. Performance
automotive tuning typically involves a two dimensional map (lookup
table) of manifold pressure and rpm. One map for ignition and another
for fuel. That lets you set the ignition and mixture pretty much anywhere.
Ken
Deems Davis wrote:
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Noticed there's a lot of dialog about electronic ignitions. My engine
builder runs all of their engines on a fully instrumented dyno for 1 1/2
hours and records all of the data at 1 minute intervals as RPMs increase
to max. Their experience is that EI's show a decrease in HP as compared
to mags, in fact they will no longer build an engine with EI. Obviously
they can't simulate changes in altitude with their dyno set up. And the
actual results (at) altitude may be different, Thie was certainly
counterintuitive, but it is a data point that is worthy of
consideration, and is backed up with instrumented dyno runs. I was all
set to go with EI until I learned this and I've backed off to mags
until the emag/pmag 6 cyl version is out and has a LOT of experience
behind it.
I'm not trying to start an EI/MAG war here, and I'm certainly no
engine/electron expert, so don't shoot the messenger, I'm just trying to
share some additional information that seems the have a basis in fact
and experience.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
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