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Post by turbochris on Feb 23, 2015 0:21:58 GMT -5
man i looked all over my notes and can't find the diagram i used to wire the regulator. it looks similar to yous but it has pins on back that i just soldered wires to. i only use 3 pins, connected to starter positive, starter negative and field. It has a coil with a spring loaded slug that compresses a carbon pile, as the voltage increases the coil pulls on the slug opposite the spring and reduces the pressure on the carbon pile which reduces the field voltage. The pins i didn't use are to make multiple generators in a multi engine plane share the load.
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gidge348
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Post by gidge348 on Feb 23, 2015 20:27:11 GMT -5
Hi Chris,
Thanks for that, I will get back into the regulator and have a play and see what I can do.
Cheers
Ian...
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gidge348
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Post by gidge348 on Feb 23, 2015 22:44:24 GMT -5
Hi Chris, Sorry for the dumb questions, but I have pulled the covers off the regulator and I am still a little lost.  Pic 1, 4 terminals and the resistor  Pic 2, terminal 2 not used and this one does not have the multi engine extra terminals on the rear.  Pic 3, I assume this is the "Slug" and the magnet that pushes and pulls the slug. As far as the wiring goes, Terminal 1 goes only to the slug. Terminal 2 blank Terminal 3 goes to one side of the resistor and the outer part of the carbon pile Terminal 4 has 1 wire going to the "Magnet", another wire going second side of the resistor and a third wire going to one side of the rheostat, the other side of the rheostat then goes to the outer part of the carbon pile. I guess my question is of the 3 active terminals, which one is positive, negative and field? Thanks again Cheers Ian... |
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gidge348
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Post by gidge348 on Jul 14, 2015 22:04:58 GMT -5
Oh Well, it has been a while since I posted but I have not been that lazy got a few things done not on the engine so much as the drive line. Firstly got my axel down to my friends CNC machine to drill mounting holes for the crown wheel  Then pressed some buttons  Hey presto, Nice holes  I have also been a bit naughty and looks like I have accidently bought my self a Jet Dragster.... more on that later.  Cheers Ian... |
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Post by smithy1 on Jul 14, 2015 22:51:13 GMT -5
Oh Well, it has been a while since I posted but I have not been that lazy got a few things done not on the engine so much as the drive line. I have also been a bit naughty and looks like I have accidently bought my self a Jet Dragster.... more on that later. Cheers Ian... Oohh.....which one?? I've had my fingers in and tuned many of the Jet Dragsters in Aus... Cheers, Smithy. |
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gidge348
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Post by gidge348 on Jul 15, 2015 0:10:10 GMT -5
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Post by smithy1 on Jul 15, 2015 4:11:33 GMT -5
Hi Smithy..... give you a hint...... has J34we34 engine.... been in Queensland last 10 years...... originally from Perth...   Hmmmm, let me see.....I'm thinking it's the old "Voodoo Chilli" machine previously owned and driven by by Graham Slapp and Steve Mirams from the Gold Coast.!!?? If it is, I know them and the car very well indeed, Graham and Steve are very good friends of mine, known them for yonks. Small world indeed. I've actually done quite a few static engine/AB test runs in that car, I've not driven it in anger though. I believe it and the other car Graham owned, (was called "Boomer"), used to originally belong to Rosco McGlashan IIRC...! That old car is good for very low 7's @~230-240mph all day...not bad for a 2600lb+ machine, was a great car and well looked after. I was at Willowbank several years ago and the car was struggling to do mid 8's and ~180+mph....I "adjusted" the FCU and straight away it ran a 7.06 @~231.xx mph .....I did the FCU/pump assys, fuel nozzles and A/B pump for that car....and I "modified" the FCU to help reduce the "Droop" on the hit of the AB...It's not the quickest machine in the world but it still gets along pretty well for such a heavy beast. I still have an FCU/pump in parts off that car here at home....have problems finding some spares locally for it though. Cheers, Smithy. |
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gidge348
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Post by gidge348 on Jul 15, 2015 20:05:15 GMT -5
Give that man a cigar..... correct all the way round  and yes it was owned by Rosco McGlashan as Ausi Invader 4  I only met Graham when I went to Queensland to look at the car but was very impressed with his organisation and the quality of his work on his other race cars as well. It's a small world though we worked out that we had been racing in different classes of road race Karts at the same tracks back in the early 80's... Steve is a nice guy as well and gave me a run down on how to drive the car. www.youtube.com/watch?v=H1v0ROu8BvU Cheers Ian... |
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Post by smithy1 on Jul 15, 2015 20:59:35 GMT -5
Very cool indeed, that top picture is the "New" paintwork...previously it was mostly red/white. Graham has asked me some time back to be "Crew Chief" for his new naturally aspirated Nitro FED digger....however, with me being in Sydney and the car on the Gold Coast kinda makes it a bit difficult.
Jet cars are reasonably easy to drive, I'm sure Steve has already told you this...but, just remember to keep your feet "off" the brakes as soon as you leave the line & during a run, it's the worst thing you can do..let the chutes do the work at the bottom end until you're down to a decently low speed...these cars like to swap ends at their earliest convenience....also remember, the thrust from the engine doesn't care if the brakes are on or not ... when that A/B is lit...it'll just go anyway.
Congrats on your acquisition, you'll enjoy it...they're bloody thirsty though...I think that car has a 130L tank just behind the drivers seat, it'll use pretty much all of that in just one run with a bit of fire show stuff.
Cheers,
Smithy.
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gidge348
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Post by gidge348 on Jul 15, 2015 22:36:47 GMT -5
Hi Smithy, yep I know the old J34's are a "bit thirsty" 130L for 1/4 mile so that's 520 litres (137 Gallons) per mile.... a Prius it ain't  I have seen a few YouTube clips of these things swapping ends, I guess that is my biggest concern. I will take all the advice I can get but I am sure there will be a pucker in the back of the race suit the first I light the A/B  The fuel tank is one thing I was thinking of making a few changes to:  Like you said it's about 130L behind the driver right in front of the intake. Graham said they were experimenting with pressurising the tank with P2 air to help feed the FCU but did not seen to make much difference. All the plumbing is still there, I might take it off. I was thinking that if the regulator dies and/or the tank splits it will shovelling a lot of fuel into the engine and could have a run away  . So I was thinking of putting a cover over the tank to direct any spill away from the intake. Cheers Ian... |
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Post by smithy1 on Jul 16, 2015 3:27:09 GMT -5
Hi Smithy, yep I know the old J34's are a "bit thirsty" 130L for 1/4 mile so that's 520 litres (137 Gallons) per mile.... a Prius it ain't I have seen a few YouTube clips of these things swapping ends, I guess that is my biggest concern. I will take all the advice I can get but I am sure there will be a pucker in the back of the race suit the first I light the A/B The fuel tank is one thing I was thinking of making a few changes to: Like you said it's about 130L behind the driver right in front of the intake. Graham said they were experimenting with pressurising the tank with P2 air to help feed the FCU but did not seen to make much difference. All the plumbing is still there, I might take it off. I was thinking that if the regulator dies and/or the tank splits it will shovelling a lot of fuel into the engine and could have a run away . So I was thinking of putting a cover over the tank to direct any spill away from the intake. Cheers Ian... Pressurizing the fuel tank is an old trick to help them start, when the engines are fitted in the aircraft airframe, they usually have a supply pump to get the fuel from the tank to the FCU it normally runs at ~17psi IIRC ...I've calibrated these FCU's to start and run with zero inlet pressure so it should be fine as long as there's a head of fuel from the tank. You'll notice the FCU is pretty low down on the rear of the accessory gearbox. Some J34 variants have the gearbox rotated 90 degrees to one side depending on the aircraft they're fitted to...I think the North American "Buckeye" had this setup....our old RAAF Neptunes had two J34's and were fitted with the gearbox underneath like yours. I think it's just a matter of rotating the inlet housing, oil pump supply and pick-ups, mount points etc... If you do eventually get behind the wheel to licence etc... be sure to get hold of some "experienced" people to help you on your way.....Graham and Steve are top blokes and they definitely know their shite. Cheers, Smithy. |
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Post by smithy1 on Jul 16, 2015 16:12:54 GMT -5
All the plumbing is still there, I might take it off. I was thinking that if the regulator dies and/or the tank splits it will shovelling a lot of fuel into the engine and could have a run away . So I was thinking of putting a cover over the tank to direct any spill away from the intake. Cheers Ian... Pretty sure that regulator is only set to ~3-5psi....the tank "should" be able to handle that.....It doesn't need it anyway so you could indeed remove the regulator and it's associated plumbing. Although you could use the regulator for supplying pressure for something else, pumping up your tyres maybe  I think it's get it's feed from a fair way back on the compressor and should be good for ~80-90psi or so..! Makes for a rather "expensive to run" workshop compressor though... Maximum fuel flow for this beast @100% is ~3550 lb/hr...just a tad more than the 6041 go-kart Even at idle (@43%) she'll be drinking ~870lb/hr... Cheers, Smithy. |
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gidge348
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Post by gidge348 on Jul 17, 2015 5:16:18 GMT -5
The regulator at the moment is set to 0 psi at the moment, but I believe it was as you said set ~3-5 psi when it was running, even this has "ballooned" the tank by about 30mm all round, so much so that it rubs on the chassis when it is taken out, hence my concern  . Those fuel flow numbers are amazing, 1.5 tons of fuel per hour to produce only ~2600-2700lbs of thrust, it amazing how technology and efficiency has moved forward since the 1950's... Cheers Ian... |
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Post by smithy1 on Jul 17, 2015 15:54:57 GMT -5
I think you'll find the J34-34 pumps out ~3250lbs of static thrust, none of the J34 variants were under 3000lbs..the one to get hold of is the J34-WE-15 which is well over 4000lbs thrust....add your A/B and you'll be another at least 1000lbs+ in front... heaven..!
All good...love hearing about these old machines and also love the fact it's gone to a good home.
Cheers,
Smithy
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Post by ernie wrenn on Jul 17, 2015 16:10:22 GMT -5
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. So I was thinking of putting a cover over the tank to direct any spill away from the intake.
I think it's get it's feed from a fair way back on the compressor and should be good for ~80-90psi or so..! Makes for a rather "expensive to run" workshop compressor though... 
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