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PIREP wanted E-mag
Just read the kitplanes article on electronic ignitions. Is anyone
here flying with an e-mag p-mag combo that would like to share their experience. Does it really make more power and any service or instalation problems. Thanks Drew |
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PIREP wanted E-mag
"Drew Dalgleish" wrote in message
... Just read the kitplanes article on electronic ignitions. Is anyone here flying with an e-mag p-mag combo that would like to share their experience. Does it really make more power and any service or instalation problems. Thanks Drew Well, I probably shouldn't be the one to try an answer, since my experience is limited to a quick look at the EMagAir web site a few minutes ago. But since no one else has come forward, I'll try from a purely theoretical perspective and a little knowledge of cars long ago... At full power, there should be no change; because the timing should be the same as on your old magnetos. And my presumption is that the purpose is a system upgrade, rather than to repair a deficiency in the current ignition. Assuming that you connect the MAP sensing, there will be a spark advance as you reduce manifold pressure and, therefore, the engine should produce slightly more torque for a given combination of RPM and reduced manifold pressure. Therefore, with a constant speed prop--where you manually adjust RPM and manifold pressure according to a table and then lean by EGT--you should receive a slightly faster cruise and possibly slightly lower fuel consumption. In the case of a fixed pitch propeller--where manifold pressure is rarely even monitored and cruise power is set entirely by RPM--the improvement should be entirely the result of reduced fuel consumption. In some installations, you may be able to achieve a higher RPM at some altitudes without exceeding the maximum--yielding a result similar to that expected for a CS prop. I have no opinion as to whether any resulting higher power output is harder on the engine, about the same, or even slightly easier... I hope this helps. Peter |
#3
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PIREP wanted E-mag
On Thu, 23 Feb 2006 21:07:36 -0500, "Peter Dohm"
wrote: "Drew Dalgleish" wrote in message ... Just read the kitplanes article on electronic ignitions. Is anyone here flying with an e-mag p-mag combo that would like to share their experience. Does it really make more power and any service or instalation problems. Thanks Drew Well, I probably shouldn't be the one to try an answer, since my experience is limited to a quick look at the EMagAir web site a few minutes ago. But since no one else has come forward, I'll try from a purely theoretical perspective and a little knowledge of cars long ago... At full power, there should be no change; because the timing should be the same as on your old magnetos. And my presumption is that the purpose is a system upgrade, rather than to repair a deficiency in the current ignition. Assuming that you connect the MAP sensing, there will be a spark advance as you reduce manifold pressure and, therefore, the engine should produce slightly more torque for a given combination of RPM and reduced manifold pressure. Therefore, with a constant speed prop--where you manually adjust RPM and manifold pressure according to a table and then lean by EGT--you should receive a slightly faster cruise and possibly slightly lower fuel consumption. In the case of a fixed pitch propeller--where manifold pressure is rarely even monitored and cruise power is set entirely by RPM--the improvement should be entirely the result of reduced fuel consumption. In some installations, you may be able to achieve a higher RPM at some altitudes without exceeding the maximum--yielding a result similar to that expected for a CS prop. I have no opinion as to whether any resulting higher power output is harder on the engine, about the same, or even slightly easier... I hope this helps. Peter I'm considering repowering my murphy rebel upgrading from an 0-290 to a 0-320 clone. one of the options I'm considering is an electronic ignition instead of new slicks. The cost isn't much but I'm not sure if it would make much difference with my low and slow plane. The prop will be fixed pitch probably a prince composite prop to keep the weight down. |
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PIREP wanted E-mag
"Drew Dalgleish" wrote I'm considering repowering my murphy rebel upgrading from an 0-290 to a 0-320 clone. one of the options I'm considering is an electronic ignition instead of new slicks. The cost isn't much but I'm not sure if it would make much difference with my low and slow plane. The prop will be fixed pitch probably a prince composite prop to keep the weight down. Seems to me that you would gain: A hotter spark. Less spark plug fouling? Easy starts, in hot and cold, with engine hot or cold. Smoother running, from more complete combustion, at differing mixture settings. Almost unlimited spark plug life, longer life and reliability from the ignition, vs the mags. A small improvement in fuel usage. Less concern about detonation? I'm sure I missed some things, but that comes off the top of my head. Me? Price being close, it would be on my new engine. -- Jim in NC |
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PIREP wanted E-mag
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#6
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PIREP wanted E-mag
-----------snip--------------
I'm considering repowering my murphy rebel upgrading from an 0-290 to a 0-320 clone. one of the options I'm considering is an electronic ignition instead of new slicks. The cost isn't much but I'm not sure if it would make much difference with my low and slow plane. The prop will be fixed pitch probably a prince composite prop to keep the weight down. Based again on theory only; I would expect little or no change in sea level power, but a useful improvement in cruise economy with your fixed pitch prop application. However, the same theory also suggests more torque, with resultant increase in RPM, when you operate with the same prop from a hot-and-high airfield--or in the later stages of any climb to cruising altitude. Personally, I really like the e-mag concept--presuming that you use 2 of them and connect the MAP sensing feature. I would be inclined to check with E-mag Ignitions, the "clone builder" and also with Murphy. At the very least, there is a possibility that the recommended prop pitch may change--any prop is a compromise, and a fixed or ground adjustable prop is more so. BTW, while I can't give any theoretical support to an improvement in maximum power, and I steadfastly maintain that there should not be, I admit that it is quite possible. Electronic ignitions certainly do well on cars: they are easy starting, give excellent spark plug life, and have shown outstanding reliability for at least the last 20 years. Peter |
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