- Oct 18, 2003
- Saline Michigan
Decreased charge air temp lowers EGT's pretty much linearly. Increasing charge air volume also reduces EGT. As high as the EGT's are, I would expect any of improvements to be chased...Technical issues I noticed in the latest video:
1. Post intercooler air inlet temps at 190* going into the engine. It's been my experience that anything over 160* is reducing power significantly
2. An ambient air temp probe was placed downstream of the radiator to see air temps coming out of the radiator. During the run air temps dropped post radiator. That seems to me that there is no air flow through the radiator at all.
The lack of temp rise behind the radiator goes right along with the rapid linear coolant temp rise - it corroborates the theory that there is very little air flow through the radiator. That also corroborates that anything else stacked with the radiator is not getting much air flow either. Basically this is solid evidence that pressure ducts are needed from the inlet to the radiator and any other air cooled heat exchangers.
Do we know why pilot fuel is being used? All of my history and research says pilot stream of fuel is for two things: Reduces oxides of nitrogen emissions; Reduces combustion noise. In an airplane, we do not care about either of them, but it does mean the primary fuel usually needs to be advanced some because the pilot does speed up ignition a little. It does raise BSFC, which reduces power calculated from fuel consumption.