Wasted Spark System
#32
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Why would that be a fantasy ? If he can run bigger gaps in the plugs now and never have problems with the spark not igniting the fuel again . Its not actually him gaining HP its him getting what the engine should produce in the first place, but cant because of the weak factory spark\rotor system failing to ignite the fuel. As written before The advantage is at high boost with a overly rich condition is were a stronger spark shines or for that sake even a msd spark shines.
#33
#34
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Im just saying that a wasted spark does not give you a instant 100 RWHP it can only be a improvement were the conventional rotor system would suffer. I guess your right though the way i wrote my point does seem a bit fishy.
#35
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The higher you run your boost the harder it is to create a good spark.
So – I think Tom is not in fantasy land!
#36
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there is not much left in the cylinder by that point (approx. 20 degrees before TDC on exhaust stroke). Any unburnt fuel has left the cylinder – the exhaust valve is almost closed (fully closed by 3 degrees BTDC) and the intake valve has not opened yet (1 degree ATDC).
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that's good info;
it fires 20 degrees before BTDC, so yes, of course even with an aggressive cam it shouldn't be a problem. I never thought of that.
Hmmm, what to do, what to do.
#37
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It is not set to fire exactly 20degrees BTDC, rather it will fire the same as whatever conjoined cylinder. So the ignition event is dependent of the timing map - only John could tell you the range of possibility.
-Rogue
#38
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The waste-spark ignition event is dynamic in nature, not static...
It is not set to fire exactly 20degrees BTDC, rather it will fire the same as whatever conjoined cylinder. So the ignition event is dependent of the timing map - only John could tell you the range of possibility.
-Rogue
It is not set to fire exactly 20degrees BTDC, rather it will fire the same as whatever conjoined cylinder. So the ignition event is dependent of the timing map - only John could tell you the range of possibility.
-Rogue
#39
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The waste-spark ignition event is dynamic in nature, not static...
It is not set to fire exactly 20degrees BTDC, rather it will fire the same as whatever conjoined cylinder. So the ignition event is dependent of the timing map - only John could tell you the range of possibility.
-Rogue
It is not set to fire exactly 20degrees BTDC, rather it will fire the same as whatever conjoined cylinder. So the ignition event is dependent of the timing map - only John could tell you the range of possibility.
-Rogue
I just meant it was good to know that it was far enough away from a valve overlap event.
I've got a bit of a richness problem on trailing throttle, and concerned what would happen when there's an ignition source when there's not really supposed to be an ignition source; in essence, if you's know what I mean.
I should have thought a little more precisely about what exactly is going on in my engine at wasted ignition point on exhaust stroke BTDC corresponding to the compression stroke timing.
#41
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“generally” engine management changes allow you to take advantage of other changes to the engine – higher boost, bigger turbo, race gas, different cam, or any other physical change to the engine. The Porsche engineers weren’t dummies – the stock system is fairly well optimized for tis design parameters.
If you decide to change the physical parameters you will need to adjust the engine management system to get the most out of the modification.
So –to answer the question – a ‘fairly stock’ engine will does not need anytihg more than a ‘fairly stock’ engine management system – as long as everything is operating correctly!
#44
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To bring the cost down, we need to build them in quantity.
#45
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Price was certainly the limiting factor for me, I suspect a "much cheaper price" would expand the market significantly. Considering an OE quality cap and rotor cost $80+, the new WS might actually pay for itself in a few years.