Generators used in high altitudes
Does anyone know if the Champion Inverter generators will run in the Canadian Rockies and Alaska? Will be there this summer and will need ti use a generator at times. Thanks
Forum Discussion
Living at 9,000 ft, I tuned an around-town service truck to run as best it could.
Like my LPG pickup it took 12.5 - 1 pistons, a Crower Camshaft with high lift rather short duration and little overlap. one and one half degrees ********. A modified HEI distributor, with 30 degrees mechanical advance and fourteen initial. I hate Holley carburetors, but I used a 390 CFM, re-jetted and with 4.5 power valve. Simply rejetting the original engine didn't do snot except gain a tiny fraction of gas mileage. The truck hauled a 6-7 Detroit prime mover and 60 Kw Lima generator and a filled 260 gallon diesel tank to 11,200 feet without complaint. The cooling system was filled and the engine had 6 gallons of oil in it. I did not dare take the truck to <4K ft altitude. I sold it, as a matter of fact, in Mammoth, to a local "rancher" as a farm utility truck.
*********censored. Oops I meant to write the camshaft as being installed timed at mentally developed challenged one and a half degrees. Ever play in Reno or Vegas at a "Mentally Developed Challenged" table? Whatever you do don't bet on "The Field"
As an FAA PMA my experiences occurred on the ground. I heard so many different pilot "opinions" about "tweaking" fuel mixtures I grew deaf to comments. I specialized in Continental and Lycoming electrical, engine starter motors, alternators, and OVL systems.
Re-jetting a low compression engine for high altitude is about as worthwhile as polishing the finish for better mileage. It just wasn't worth it not even close. I did shave the cylinder heads on a Witte diesel about .200" to raise compression at 9,800 ft and that worked -way- better than throwing a new pill in the injector system to lean it out. Sticking a turbo on works best.
If it won't work, buy a bigger gen or a brand known to work at the altitude you camp at, is my recommendation.
Like my LPG pickup it took 12.5 - 1 pistons, a Crower Camshaft with high lift rather short duration and little overlap. one and one half degrees ********. A modified HEI distributor, with 30 degrees mechanical advance and fourteen initial. I hate Holley carburetors, but I used a 390 CFM, re-jetted and with 4.5 power valve. Simply rejetting the original engine didn't do snot except gain a tiny fraction of gas mileage. The truck hauled a 6-7 Detroit prime mover and 60 Kw Lima generator and a filled 260 gallon diesel tank to 11,200 feet without complaint. The cooling system was filled and the engine had 6 gallons of oil in it. I did not dare take the truck to <4K ft altitude. I sold it, as a matter of fact, in Mammoth, to a local "rancher" as a farm utility truck.
*********censored. Oops I meant to write the camshaft as being installed timed at mentally developed challenged one and a half degrees. Ever play in Reno or Vegas at a "Mentally Developed Challenged" table? Whatever you do don't bet on "The Field"
As an FAA PMA my experiences occurred on the ground. I heard so many different pilot "opinions" about "tweaking" fuel mixtures I grew deaf to comments. I specialized in Continental and Lycoming electrical, engine starter motors, alternators, and OVL systems.
Re-jetting a low compression engine for high altitude is about as worthwhile as polishing the finish for better mileage. It just wasn't worth it not even close. I did shave the cylinder heads on a Witte diesel about .200" to raise compression at 9,800 ft and that worked -way- better than throwing a new pill in the injector system to lean it out. Sticking a turbo on works best.
If it won't work, buy a bigger gen or a brand known to work at the altitude you camp at, is my recommendation.
