robbt33
11-27-2003, 06:07 AM
Hi Scott,
In all fairness to Peter:
He is an incredibly valuable customer for us. He might be
temperamental at
times, but he is one of the few of our customers who has done
a really
scientific test of the LM-1 on his own time using his own
cars. You should
really read his thread on the RX7 forum. His tests allowed us
to
independently verify our measurements and specifications. If
you have ever
been involved in product development you will know that always
unconciously
you avoid situations that can cause possible problems, simply
because you
have not thought of that. An independent tester who knows what
he is doing
is vary valuable.
You should also know that any high-tech product that works
perfect in any
situation is usually obsoleted by progress by the time it
finally reaches
that stage.
This forum was created for users of the LM-1 to exchange
experiences, but
also for us the get valuable feedback to find out what we can
do to make
the product better and evolve it.
A WB meter is not a simple gauge. The LM-1's processor has
more raw
processing power than a 286 based PC ever had, and can still
barely keep up
with the requirements of the LM-1.
I grew up and lived for 30 years in Germany, close to the
Bosch and Porsche
development centers. Many of my close friends and people I
went to school
with are working there and they keep me well informed on
what's new in
engine development. They could not believe that people here
run aftermarket
turbos on formerly N/A cars WITHOUT lowering their compression
ratios
significantly. Nor can they believe the incredible EGTs people
run pre- and
post turbo.
For example one Porsche engineer told me that the material
turbo wheels are
made of (Inconel) will start to 'creep' at 1700-1800 degF,
this means that
the turbo wheel will slowly expand (and not contract when
cooling) until it
finally hits the housing. But many people run higher EGTs
pre-turbo.
In the quest for hp some people run (gasoline) AFR's in the
9's and low
10's. The rich burn limit for gasoline is about 8 AFR. At
those AFR's there
is an incredible waste of potential power and engine
efficiency (piston
engines, not rotaries) and a lot of the fuel burns in the
exhaust and the
turbine. But people run there to avoid knock and pre-ignition
with too high
boost levels, too high for the octane rating, compression
ratio and
combustion chamber shape of the engine.
Great for converting money into noise though, also great for
heating an O2
sensor way beyond its design specs.
At the SEMA show was a company with a device that injects NOX
into the
tailpipe and ignites it with the unburned fuel on those
overboosted
engines. Throws nice long flames, but that energy should have
been used to
turn the wheels in the first place.
Sorry for rambling on.
For those that care, here are some very interresting and easy
to read
links with some good info on engine management. These articles
are written
for airplane engines, but the same principles apply to car
engines.
http://www.avweb.com/news/columns/182084-1.html
http://www.avweb.com/news/columns/182102-1.html
Happy reading,
Klaus
In all fairness to Peter:
He is an incredibly valuable customer for us. He might be
temperamental at
times, but he is one of the few of our customers who has done
a really
scientific test of the LM-1 on his own time using his own
cars. You should
really read his thread on the RX7 forum. His tests allowed us
to
independently verify our measurements and specifications. If
you have ever
been involved in product development you will know that always
unconciously
you avoid situations that can cause possible problems, simply
because you
have not thought of that. An independent tester who knows what
he is doing
is vary valuable.
You should also know that any high-tech product that works
perfect in any
situation is usually obsoleted by progress by the time it
finally reaches
that stage.
This forum was created for users of the LM-1 to exchange
experiences, but
also for us the get valuable feedback to find out what we can
do to make
the product better and evolve it.
A WB meter is not a simple gauge. The LM-1's processor has
more raw
processing power than a 286 based PC ever had, and can still
barely keep up
with the requirements of the LM-1.
I grew up and lived for 30 years in Germany, close to the
Bosch and Porsche
development centers. Many of my close friends and people I
went to school
with are working there and they keep me well informed on
what's new in
engine development. They could not believe that people here
run aftermarket
turbos on formerly N/A cars WITHOUT lowering their compression
ratios
significantly. Nor can they believe the incredible EGTs people
run pre- and
post turbo.
For example one Porsche engineer told me that the material
turbo wheels are
made of (Inconel) will start to 'creep' at 1700-1800 degF,
this means that
the turbo wheel will slowly expand (and not contract when
cooling) until it
finally hits the housing. But many people run higher EGTs
pre-turbo.
In the quest for hp some people run (gasoline) AFR's in the
9's and low
10's. The rich burn limit for gasoline is about 8 AFR. At
those AFR's there
is an incredible waste of potential power and engine
efficiency (piston
engines, not rotaries) and a lot of the fuel burns in the
exhaust and the
turbine. But people run there to avoid knock and pre-ignition
with too high
boost levels, too high for the octane rating, compression
ratio and
combustion chamber shape of the engine.
Great for converting money into noise though, also great for
heating an O2
sensor way beyond its design specs.
At the SEMA show was a company with a device that injects NOX
into the
tailpipe and ignites it with the unburned fuel on those
overboosted
engines. Throws nice long flames, but that energy should have
been used to
turn the wheels in the first place.
Sorry for rambling on.
For those that care, here are some very interresting and easy
to read
links with some good info on engine management. These articles
are written
for airplane engines, but the same principles apply to car
engines.
http://www.avweb.com/news/columns/182084-1.html
http://www.avweb.com/news/columns/182102-1.html
Happy reading,
Klaus