- Joined
- Oct 25, 2015
- Messages
- 1,662
Hi-
Has anyone done any research on the wave velocity (fps) and the exhaust gas temperature (EGT), or concluded such
within a reasonable hypothesis, with regard to the high nitromethane %'s we run in these engines?...
The formula for determining the tuned length (TL) of our pipes utilizes a given engine's peak rpm in the equation.
That seems to create the problem of the engine not getting 'on the pipe' in a loaded state.
It seems that using a figure of 75% of peak rpm allows the pipe to hit at approx. 3/4 throttle, and so on.
Be interesting to hear any thoughts that others have, rather than 'it just works best with the pipe set at 11.5" from
center of cylinder to where the diffuser and baffle cones intersect.'... pipes vary in design and it seems prudent
to establish the mean point of reflection within the baffle cone and measure to the piston face at the exh. port.
with regard to tuned length (TL)...
Thoughts, anyone?...
Thanks for any input-
Tim
Has anyone done any research on the wave velocity (fps) and the exhaust gas temperature (EGT), or concluded such
within a reasonable hypothesis, with regard to the high nitromethane %'s we run in these engines?...
The formula for determining the tuned length (TL) of our pipes utilizes a given engine's peak rpm in the equation.
That seems to create the problem of the engine not getting 'on the pipe' in a loaded state.
It seems that using a figure of 75% of peak rpm allows the pipe to hit at approx. 3/4 throttle, and so on.
Be interesting to hear any thoughts that others have, rather than 'it just works best with the pipe set at 11.5" from
center of cylinder to where the diffuser and baffle cones intersect.'... pipes vary in design and it seems prudent
to establish the mean point of reflection within the baffle cone and measure to the piston face at the exh. port.
with regard to tuned length (TL)...
Thoughts, anyone?...
Thanks for any input-
Tim
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