None of the above. They all break up in a thousand pieces when they hit concrete from a figure nine maneuver.

these polls are really just popularity polls
A two stroke is only half an engine till the exhaust system is added
I have decided I won't make any more comments on tuned systems as the readers here -for the most part are not interested in them . Mainly because do not understand them
The theory that is often presented on tuned systems-FOR OUR USE is totally goofy.

fact of the matter is, not all airframes are built with tuned pipe tunnels. Basically you cant shove in a full length tuned pipe on every YAK54, Extra 260-300 or Edge 540 (popular examples) because there is no space built in to carry a tuned pipe - hence the need for simple canister exhaust systems and best performance with a simple system.

Well, some of us are interested. Start your own thread relating to tuned systems. I bet more people are interested than you might guess.

I duuno, I'm interested in the performance, but not in the expense or time and labor involved for correct tuning. I prefer flying time to bench running time for personaly flying. I've seen the damage that can be done to an engine using incorrect pipe lengths. That fails to factor in incorrect header pipe, can diameters and lengths. I have plenty of pipes and cans to play with if I wanted to but practicality indicates that using a larger engine provides a longer service life for the power required. At least as it applies in my applications. Hobbyists may have a different outlook siince they usually hit the ground long before engine wear matters.

You can do all the math you want but you still end up playing around cuttting experimental pipe lengths. Engine in, engine out. Or do it all on a bench and not fly at all.

I have no 22x8 propdata for that engine. You are welcome to provide some, and I will upgrade the list.

IF- you really have an understanding of the concept -there is very little or no cutting n playing -for the results desired for a general purpose tuning which is user friendly.
Th horse pucky about critical nature always pops up when someone believes tuned pipes equal critical setups
Not true.
To be honest about it - it took some bench time and learning with glow and gas engines - to finally "get it". As for the math -
Who needs it.

I know someone that used your methods almost to the letter. They didn't work...

I think it's all about the oil [sm=wink_smile.gif]

Good point!

While I think pipes have their place, you rarely if ever see them on scale planes such as warbirds, CUB types, etc. Just no place for them to fit. Not everyone flies aerobatic planes with giant cowls and built in pipe tunnels.

I'm more than happy with my DL-50 on the stock pitts. 7400 on a Xoar 22x8....why would I ever bother with a pipe?

at my field, there is some poeple that has theall of them DA-50, DL50 and DLE55, most of them switched from DA to DLE on their airplanes... seems to have a lot of power. There is one with DLE111, unlimited vertical!!!!!! thats amazing.</p>

That is silly- if they had done it right it would have worked -
And if you really understood how two strokes operate ,why did you not help him?
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First, I'm rarely at home, usually working somewhere far away. Second, I did, but he was convinced you methods would work. Progress wasn't made until he went with formulas found in the two stroke Bible. Even then there was experimentation that had to be done. Altavillan has been doing a lot of the same work, but along a different path and the insides of his engines don't look any better than the other one. I can put 500 hours of hard running (doing it frequently) on an engine with an extremely restrictive exhaust due to noise constraints before they look as bad as what I've seen with theirs.

Much of pipe performance starts with the port designs, timing, and induction methods used on a small two stroke and the piston port engines don't tend to work as well with a pipe as the rotary intake design. Even the standard reed intakes are behind the rotary designs in that aspect. Many of us are not retired with the time available to play with things as long as we might want or need to.

I know whom you speak of - as for the formulas
F- em

Cool it, guys.

It's gone way off topic with all the bickering about pipes and optimized exhausts.

I have a DA 50 what pipe set up would you suggest to make it better in mid and high range RPM.

Thanks Mike