Canisters or Tuned Pipes??

[TeamFlatout]

So Chris, do you know how many RPM's a DA 150 with a 32/10 on cans should turn? I'm building a new 330 and going to cans. Want to know how much I'll be losing in RPM with the cans. Whats a respectable number for me to get?

[KrisW]

	Quote: Originally Posted by TeamFlatout
	So Chris, do you know how many RPM's a DA 150 with a 32/10 on cans should turn? I'm building a new 330 and going to cans. Want to know how much I'll be losing in RPM with the cans. Whats a respectable number for me to get?

Ya know, Chris, I haven't run a 150 sized engine on a 2-blade prop in so long that I have absolutely NO idea. I've seen the 3Wtoc's in the 6200-6300 range with the Mej 32-10 and LL canisters, then got hauled down to a mere 5400 with the Fuchs 33-12, but I've never really considered the DA on canisters. My buddy Wayne Matthews is using the 150 with the MTW 110's, though, but he's running the 30-12 Mej. He says he's getting around 5900 rpm out of that setup, so I'd use that as a starting point because Wayne is pretty conservative when tuning his engines.

[TeamFlatout]

If I were to lose 100 rpm I'd be happy. I should be able to turn that with my P-tip

[can man]

The pictures you have of the bud light cannnisters are on my ULTIMATE I made these cans about 6 months ago .You got the pictures from Rich at Pacific PLANES

[blackbeer]

It was so nice that this thread turned into such an interesting read. When I clicked on it tonight I was hoping it would but was pretty sure it wouldn't. I was starting to get discouraged talking tuned muffler systems with some of my fellow fliers. It was like everything I thought I knew about a properly piped two stroke was coming from outer space. I also raced motorcycles, in the dirt, back in the 60's and 70's and the fast bikes didn't come from Japan but from Europe, and as far as I was concerned the best ones came from Spain. So anyway I raced an Ossa. We had to tune for which ever track we were running so we set up a criteria which was, very little port work, polishing and some minor reshaping for aerodynamics. We had to compromise some where and that seemed to be the best place. That left us with header length, expansion chamber volume, expansion chamber shape, and outlet diameter. Using just those 4 points of adjustment we could move the tork curve from around 4000 rpm to almost 8000 rpm, though the first time we tuned for peak and hit close to 8000 rpm I was sure that parts of that engine were about to take off all three of my legs. Anyway, they don't have to be peaky, they can be what you want them to be. I'd like to see this discussion continue because this winter I'll be doing my first gasser and it will have a tuned pipe no doubt about it. I've been flying these things since the 50's and its about time I got me one of these biguns. Anyway, good thread, thanks;

Tom