Combustion chamber & twin plugs
jac at wave.sheridan.wy.us
jac at wave.sheridan.wy.us
Thu Oct 3 00:14:43 GMT 1996
I have added an automotive type plug to some
single plug Continental ground power unit heads.
It is possible to install the new plug much
closer to the center of the combustion chamber
that the standard location of the large aircraft
plugs.
These jugs were used one generators that
serviced aircraft. They were built with a
different intake and exhaust orientation but are
very similar otherwise. They bolt up exactly to
aircraft crankcases. The Continental GPU jugs
were built with a single ignition. The plug is
located in the same place that it is for the
aircraft version.
With the more centrally located plug in
operation, the RPM drop from switching the
aircraft plug off is almost negligeable. The
drop from switching the central plug off is 400
- 500 RPM.
I don't think that it is reasonable to expect as
anywhere near much power gain from adding a plug
to a system designed with one plug, as there is
power loss when a plug is removed from a two
plug system. It is important to remember that
there is no advance adjustment at all in the
aircraft magnetos under discussion.
john carroll
jac at wave.sheridan.wy.us
---------------Original Message---------------
> All piston aircraft engines from about 1915 on
have twin plugs per
> cylinder. Switch one set off - engine RPM
drops about 500 rpm or
> so. Must contribute both to power and
reliability. Just part of the
> background on why I want a bigger flame. (in
the combustion chamber
> - remember I have asbestos pampers)
Piston Aircraft have a complete duplicate
ignition system in case the
first one fails.
Does anyone know what had to be done in order to
make a twin plug head
still work with 1 plug?
RF.
-------------------------------------------------
------------------------
83 R100 DoD 749
Robert Fridman
84 320i
fridman at cpsc.ucalgary.ca
----------End of Original Message----------
-------------------------------------
john carroll
jac at wave.sheridan.wy.us
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