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Old 05-13-2003, 02:53 PM   #16
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I stil think that the crankshaft is out of balance with that much weight removed.
Any comments?
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Old 05-13-2003, 03:41 PM   #17
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Old 05-13-2003, 03:44 PM   #18
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oooo the pain!!!!!

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Old 05-13-2003, 03:48 PM   #19
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I need my diaper changed

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Old 05-13-2003, 04:19 PM   #20
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well you are certainly going through more explanations/justifications of your work than any tuner I've seen on this board or any other.

I think though the theory may be in vain. People want to see results. Why not do as the other tuners do...go find someone really fast who kicks butt on the track and let him run one of your motors for a decent price. When he comes back and says, wow - I kicked butt with Neimann motors and I had 10 minutes run-time to boot...the lines will start forming.
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Old 05-13-2003, 05:34 PM   #21
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Quote:
Originally posted by DanielSon
We are not trying to create lift; we have created ventilated cavitation. They are placed near the port for the cavitation to take place and further develop as it enters the chamber.
I know the foils are not for creating lift; I merely question the magnitude of the cavitation they created (the wings on an airplane was just an example I used, sorry if I confused you). Is it large enough to make a difference? And I think the mixing effect has only a short time to develop further once it enters the combusion chambers as the mixture will be pushed around a lot.

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[i]Our motors are right in line price wise compared to any other modifier out there.[/B]
That would be nice. You guys must be working at minimum wages.

You still haven't make any indication on what kind of advantage one will have when one runs the Niemann engine. Does it have better top/mid/bottom end? Does it run cooler? Does it have superior fuel mileage ? If you can publish some information in that regard, that would be great. You don't have to be specific and accurate, ball part figures are sufficed.
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Old 05-13-2003, 05:35 PM   #22
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Quote:
Originally posted by patelladragger
...the lines will start forming.
and i bet you will be in front of the line
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Old 05-13-2003, 06:20 PM   #23
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Old 05-13-2003, 06:41 PM   #24
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Quote:
Originally posted by Data
and i bet you will be in front of the line





if I were the kick butt driver I would.
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Old 05-13-2003, 08:20 PM   #25
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This is very very interesting! To a certain degree much more in depth than Dennis wanted to get with us.
DanielSon: Very impressive work! and thanks for the details!
How and where can we get our hands on this work? I have Richey and Smeltz power and I'm very interested in this fine work..
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Old 05-13-2003, 10:16 PM   #26
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Danialson: is there a chance one of these engines will make an apperiance at Delta any time soon, would like to se one up close.

Waterboy mentioned your engines at the races that never happend 2 weeks ago.
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Old 05-14-2003, 07:58 PM   #27
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Quote:
They both explained it to cause turbulence
don't recall saying that?

I do recall something to the effect of saying its an attempt to convert turbulent flow to laminar flow prior to transition up the boost and transfers and effect desired tumble and swirl in the combustion chamber.

Theres alot of ways to skin a cat. best of luck, it certainly is novel anyway.

You might want to consider port velocity based on volumetric increase in the transfer port and its effect on charge speed and atomization effeciency. Unfortunatly air does not scale well like most people think it does.

also the theory of Min R = Dia X 2 when trying to affect flow rate.
you might find this usefull.

More power: yes it is surely possible
Longer run times: It takes fuel to make power and unless you have created a way to defy airfuel theory it is unlikley, as you have created higher total flow through the engine, assuming your carburetor is still of standard conventional design. It highly depends on the test conditions and throttle percentage open, needle settings, and temp over a measured test to be able to make a quantifiable claim such as that. We call it VE and BSFC

don't take that the wrong way it is just an opinion given a bunch of years doing engine development for General Motors corp.

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Old 05-14-2003, 09:27 PM   #28
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Last edited by DanielSon; 05-31-2007 at 11:06 AM.
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Old 05-14-2003, 10:00 PM   #29
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Relax,
I do believe I said yhat I found your work novel. My post was in no way critical or accusing of you or anyone else.

If your running the region 12 stuff that will be good as I can get some first hand feedback on the performance of my work compared to yours.

I wish you the best on your endeavors. I was merely contributing some food for thought that maybe you had ont considered but evidintly you were in such a rush to defend against what you consider negative criticism you closed your mind and missed the important part of the post.


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Old 05-14-2003, 10:51 PM   #30
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Quote:
Originally posted by DanielSon
We have achieved a very efficient design based on basic thermal dynamic principles
So what are the basic principles of thermal dynamics and how did you apply them to increase the efficiency the engine?
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