Twin 44 mags on BAE 526

A few years a read about some testing using two mags on a blown alcohol FC with zero gain. If there was a gain then the ADRL screw blown ProExtreme Promods would be doing it. The understanding is that if the tuneup/AFR is correct then you have a 100% burn from a single plug so another plug not required.

 

dual mags

Any gains you would get would have to be above and beyond the hp it would take to drive another generator and the additional weight.

Could you burn more fuel - probably not enough to create a significant enough gain vs the hp loss to drive the mag and the weight.

Here's what would interest me more than more fuel - net hp is hp from the power stroke minus power used in the compression stroke (and parasitic losses). IF you could theoretically make the same power on the power stroke with LESS timing, you could decrease power used on the compression stroke and therefore increase net hp. Again, would it be enough to offset the hp to drive the generator and the additional weight?

I'm sure someone has played with this on the dyno and you see virtually nobody trying it on the track.

 

Burning more methanol doesn't make more power unless you also add more air so that the AFR remains at the peak point. Us methanol tuners have no problem in lighting off all the mixture as long as the AFR is correct. So the best way for us to make power is to increase the amount of air and match it with fuel. Nitro burners make more power with the more fuel that is in the chamber with the limit being so much fuel that the spark cannot jump the plug gap and dropping that cylinder. Having two plugs with two mags increases the chance of the plug firing when saturated in nitro.

 

At the shift and for a period of time after the shift both the engine rpm and the boost drop so therefore to keep the AFR constant fuel has to be taken away from the motor. This is somewhat handled by the matching drop in fuel pump rpm. Therefore it would seem to e that using a fuel accumulator to maintain the high pressure achieved when the engine rpm peaked before the shift would result in a overly rich AFR after the shift.

I do agree there is a big change in engine loading during launch and up to the time the clutch locks up but if the clutch is adjusted correctly then the load stays on the motor for the rest of the run.