Page 3 - Combined_155_OCR

Jctobei’ ;i,

Sl:r.;c p. •. ■ m ,■> ; measured at five) locations in the plenum-, one probe C\j I
‘Caleb ai th i ■ med mb- upstream entrance to tin' pjleimin, tin' other (P...-O was adia
' the cs Inis' r c Jeraaeo secHon. Table ll lists tin record* d values.

\ u'd\•; a ■■ f .• - rws ol test data . 'Table I., show it io be highly erratic in
areas willr no lelaniie trends apparent. The second series oi tests, Table 11, where
• y wa . nn asm 'd i deadm a more stable measurement. However, lew positive con
mis '.in be dra-'.m m regumls 6. duct efficiencies since' great nerodjynamic 1 tow' diller
c\mi I etweci mo Chary 5)0 and the Charger Daytona. An attempt was made' to
m i n. dai ; a* i e engine H.PM values for each condition but Jut' Io the1 eonligu
n diii. m'm.o ac a. rd .s.iul conditions the carburetor thro tic position was not
!"'lv : > w same n.is probably accounts for the erratic readings showm. by Table I values

ng ries on Hie Daytona Charger where the 3. > inch cowl ink. I
eing > J, s < nr,-no exhaust pipe color showed a. significant change' during a
laj run li Davions . Since emrburetor air/fuel ratio charac: oristically goes
in i . so o indication of carburetor ini ■! pressure' change it
ant m Id I- ./Ir. r\ei. throw, a a plug analysis With this n mind WOT plug checks
cade S’ he H , w iniel and on she optimum cowl inlet. These plugs wzere sent io the
ai . rm. Oll.ice e r > • iluji’on. However io date' no results have' b- en reci'iv|ed regard
those' idug ulwcl ;,

g i! lira lit gains i: sc power can be achieved through proper ducting of
i ‘ml Hirough h- carburetor. Development of ducting should ideally be performed
; n,i ■' cmiD . mh. ronmtjons such as the engine laboratory in parallel with prop
sru r- il.ee w n 1 umiiel b l( is extremely Important in such to .ms to be able io
Sv a< <i i-rl not msi an engine or a duct. Ac rod \ namic flow of a
'l sm a as i idomob ■ can be significantly affected by engine air flow character
! ' ’*■' -d ’ d- efb ; c- location of inlet on the body as we I as mr tours and shapes
:u ':t ng s must e opti niz. d \vithin the given ci nstr tints i f am signil i
mpm>vom< r to ;... gained, d ll subsystems must be thoroi ghl\ understood either
■ nail'- or empirically in order to design follow-on body-engine system ductings

I rack tests were extra mely limited in instrumentation (I each 36 inch
’■o. \( hiei restricted to 160 M PH siced due to poor meolmnica I. conditions
oeiy lamie ironi end (nut standard Charger 500). prom this
JJ
■ sai '■ iiJi •; reasonably good aerodynamic vehicle-, good instrumental ion
;> V d •>< '■ ma! cos1 i and careful test planning and preparat or we can obtain
pecs 1 die track to supplement wind tunnel ('Sts and or dynamometej
ne>sc 1 s ol ton ■. performed in parallel with regular i i.ce ear performance
HI H! ' re n ,• bams can be achieved at nominal or m ■id. mi.i m costs .

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