...feasability of design/build

Not that much I assume.............
But nice to learn one makes a living.

 

sho nuff

they even said I could work on the build..

(sorry i heard about the 80's before they made the 20% savings in fuel efficiency by remapping and improving the hydrodynamic induction profile enough to create a non-reductive zone behind the prop)

 

e-manage info

The Greddy e-manage with sub-injector harness includes sub injector duty cycle. Engineer there said to mount sub-injectors normal to induction manifold and use a 9th order equation based upon mdot and approximated flow path distance to piston center to proximate baseline back to factory fuel baseline (with a change in fuel monitoring the inflection points with regard to the knock sensor/ignition timing should be optimized prior to fuel/air). Then use an arithmetic series based on the new baseline's power curve to develop a 17th order equation to create the minor/major differentiations necessary to take advantage of the i-VTEC's lift duration (the top three inflection points should be adjusted prior to optimization).

 

And in closing..

While working on my Ph.D. on independent study I spent time with another student from the aerospace department (an employee of Northrup Grumman) and asked how aircraft isolate vibrational inputs. He said they used variated polygonal cross sectioned spars filled with dampening materials. So three on the back (motor, gear case, prop) and two on the front (IPS, gen). Like a Hawaiian would ask, 'What, you no more one reverse?'.