Today's Message Index:
----------------------
1. 11:09 AM - Re: bing carb (BobsV35B@aol.com)
2. 01:55 PM - Re: bing carb (Lynn Matteson)
3. 02:53 PM - REFIT INTAKE PIPES (Peter Harris)
4. 03:56 PM - Replacement Oil Filters for 3300 (AZFlyer)
5. 03:56 PM - Replacement Oil Filters for 3300 (AZFlyer)
6. 04:48 PM - Re: Replacement Oil Filters for 3300 (JOSEPH MATHIAS LINDA MATHIAS)
7. 05:45 PM - Re: Replacement Oil Filters for 3300 (Mark Hubelbank)
8. 07:24 PM - Re: REFIT INTAKE PIPES (Lynn Matteson)
9. 07:32 PM - Re: Replacement Oil Filters for 3300 (wypaul)
10. 07:33 PM - Re: Replacement Oil Filters for 3300 (Lynn Matteson)
11. 10:10 PM - Re: REFIT INTAKE PIPES (Peter Harris)
Message 1
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Good Afternoon Lynn, (and David Brown)
Just to beat a dead horse!!<G>
I know I am late getting to this thread, but I would like to emphasize
again that the actual temperature reached on any EGT gauge is immaterial.
The important thing is how close the fuel flows are when the temperature
does reach peak whatever that peak may be. Do the GAMI lean check to
determine the fuel balance of your engine. If you are running right at best BSFC,
you will have some power loss. A fifty RPM drop in cruise on your engine
should be just about perfect!
Another very important consideration is as to whether or not each cylinder
is getting an equal share of air. Lynn, your work on the intake tubes
should affect than balance of the airflow. Sounds like great experimentation.
Just be sure to rebalance the fuel flows to the actual airflow if that does
become necessary.
Happy Skies,
Old Bob
Downers Grove, ILL
Stearman N3977A
In a message dated 9/9/2009 3:28:39 P.M. Central Daylight Time,
lynnmatt@jps.net writes:
--> JabiruEngine-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Well, for an example....and I don't know how bad this was....I saw
1468 F. today. I was flying along at WOT (3010 rpm), and my #3 got
that high. That was as high as it got, and when it leveled off at
that temp, I reduced throttle to about 2850, and the EGT's came down.
I think this is another example of the fuel slamming forward at high
revs, and the rear cylinders going lean.
Then when I went into "lean of peak" mode, I was getting 1370-1390's
F., and CHT's of 288-305 F. When things settle down after leaning
out, my EGT's had a spread of 47-60-something, and CHT's were within
3 F. at one point, and stayed at less than a 15 F. spread.
Usually when I'm turning about 2850 rpm and I go into "lean of peak
EGT" mode, the #4 gets there first (as I'm leaning) followed by #3,
and I usually watch the #3 (for no good reason at all, and this may
be wrong) get to about 1430-1440, and then it starts to drop. At the
time it peaks....1440 for example...I'll subtract 20 and lean to
1420. At this point there is still power, and it hasn't started to
stumble yet. If I pull it much more lean, it will start to sag, and I
enrichen j-u-s-t a tad. I almost always see 3.2-3.4 gph on the fuel
flow meter at this point. If I cut the revs down to the low 2700's it
will flow under 3.0 gph. At about 2580 or so, 2.5-2.8 gph, but I'm
not going anywhere, just counting the cows. : )
I've looked at the tops and edges of my pistons (small goose-neck
flashlight), and there are no signs of problems yet.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 761.4 hrs
Countdown to 1000 hrs~239
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Sep 9, 2009, at 12:17 PM, David Brown wrote:
> --> JabiruEngine-List message posted by: "David Brown"
> <dbrown@avecc.com>
>
> Lynn, Listers
>
> I know that all EGT's Are relative and that during my tuning
> experience
> that I saw EGT's for short periods that were 1410-1420's. can you
> give
> an EGT no. that represents peak. I am wondering how close I am to
> running at that point that is 50 degrees rich of peak that can be
> destructive to an engine?
>
> David Brown
> 601XL JAB 3300
> N601EX 125 HRS
Message 2
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Good afternoon, Bob-
I just got back from another 2 hrs of flying at LOP, and things are
looking great. The CHT's were sometimes as close as 4 F., and EGT's
were as close as 47F., today. CHT's are always within 20 F of each
other, and EGT's always within 70 F of each other when in cruise,
LOP. I'm pretty happy with that.
Now I'm waiting for a week of rain to come along so I'll have an
excuse to tear into the intake system and measure, design, and build,
a centrally-located intake manifold, which will mount the TBI as an
updraft. I'm hoping to be able to use the existing intake tubes, but
if I have to make new ones, that's what I'll do. I just KNEW that I
bought that TIG welder for some good reason, and here it is.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 770.6 hrs
Countdown to 1000 hrs~230 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Sep 15, 2009, at 1:57 PM, BobsV35B@aol.com wrote:
> Good Afternoon Lynn, (and David Brown)
>
> Just to beat a dead horse!!<G>
>
> I know I am late getting to this thread, but I would like to
> emphasize again that the actual temperature reached on any EGT
> gauge is immaterial.
>
> The important thing is how close the fuel flows are when the
> temperature does reach peak whatever that peak may be. Do the GAMI
> lean check to determine the fuel balance of your engine. If you are
> running right at best BSFC, you will have some power loss. A fifty
> RPM drop in cruise on your engine should be just about perfect!
>
> Another very important consideration is as to whether or not each
> cylinder is getting an equal share of air. Lynn, your work on the
> intake tubes should affect than balance of the airflow. Sounds like
> great experimentation. Just be sure to rebalance the fuel flows to
> the actual airflow if that does become necessary.
>
> Happy Skies,
>
> Old Bob
> Downers Grove, ILL
> Stearman N3977A
>
> In a message dated 9/9/2009 3:28:39 P.M. Central Daylight Time,
> lynnmatt@jps.net writes:
> <lynnmatt@jps.net>
>
> Well, for an example....and I don't know how bad this was....I saw
> 1468 F. today. I was flying along at WOT (3010 rpm), and my #3 got
> that high. That was as high as it got, and when it leveled off at
> that temp, I reduced throttle to about 2850, and the EGT's came down.
> I think this is another example of the fuel slamming forward at high
> revs, and the rear cylinders going lean.
>
> Then when I went into "lean of peak" mode, I was getting 1370-1390's
> F., and CHT's of 288-305 F. When things settle down after leaning
> out, my EGT's had a spread of 47-60-something, and CHT's were within
> 3 F. at one point, and stayed at less than a 15 F. spread.
>
> Usually when I'm turning about 2850 rpm and I go into "lean of peak
> EGT" mode, the #4 gets there first (as I'm leaning) followed by #3,
> and I usually watch the #3 (for no good reason at all, and this may
> be wrong) get to about 1430-1440, and then it starts to drop. At the
> time it peaks....1440 for example...I'll subtract 20 and lean to
> 1420. At this point there is still power, and it hasn't started to
> stumble yet. If I pull it much more lean, it will start to sag, and I
> enrichen j-u-s-t a tad. I almost always see 3.2-3.4 gph on the fuel
> flow meter at this point. If I cut the revs down to the low 2700's it
> will flow under 3.0 gph. At about 2580 or so, 2.5-2.8 gph, but I'm
> not going anywhere, just counting the cows. : )
>
> I've looked at the tops and edges of my pistons (small goose-neck
> flashlight), and there are no signs of problems yet.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 761.4 hrs
> Countdown to 1000 hrs~239
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying
>
>
> On Sep 9, 2009, at 12:17 PM, David Brown wrote:
>
> > <dbrown@avecc.com>
> >
> > Lynn, Listers
> >
> > I know that all EGT's Are relative and that during my tuning
> > experience
> > that I saw EGT's for short periods that were 1410-1420's. can you
> > give
> > an EGT no. that represents peak. I am wondering how close I am to
> > running at that point that is 50 degrees rich of peak that can be
> > destructive to an engine?
> >
> > David Brown
> > 601XL JAB 3300
> > N601EX 125 ========================= Use utilities Day
> ================================================ -
> MATRONICS WEB FORUMS
> ================================================ - List
> Contribution Web Site sp;
> ==================================================
>
>
> www.matronics.com/contribution _-
> ===========================================================
Message 3
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| Subject: | REFIT INTAKE PIPES |
Lynn,
The first pic attached was my first attempt to make a new induction
system
using off the shelf SS bends and Tees.
It was a failure because it is too big.
Manifold pressure hovered close to 1 atmosphere and although the engine
would run it was about impossible to tune and was very sluggish.
The second pic shows a system that works OK but I started out to make it
for
equal pipes. Working on hands and knees on the hangar floor is too hard.
I
got 4 equal and two less than equal but it works fine.
Again using available SS bends I cut and fit each section then taped it
with
packaging tape. When each section was complete I removed it and got it
TIG
welded.
It would be possible to make all 6 equal but not the way I did it.
I am not sure it would make much difference to EGT spread because the
pipes
are not going to be all the same shape, consequently next time I would
use
the head section of the existing intake pipes and make up connecting
sections to the plenum. I think the way forward is to make an updraft
plenum
with symmetrical outlets much like Pete.
I found a source for the SS bends at cost about AUD9.00 each if you need
it
let me know.
Regards
Peter
-----Original Message-----
From: owner-jabiruengine-list-server@matronics.com
[mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of Lynn
Matteson
Sent: Wednesday, 16 September 2009 6:37 AM
Subject: Re: JabiruEngine-List: bing carb
<lynnmatt@jps.net>
Good afternoon, Bob-
I just got back from another 2 hrs of flying at LOP, and things are
looking great. The CHT's were sometimes as close as 4=B0 F., and EGT's
were as close as 47=B0F., today. CHT's are always within 20 F of each
other, and EGT's always within 70 F of each other when in cruise,
LOP. I'm pretty happy with that.
Now I'm waiting for a week of rain to come along so I'll have an
excuse to tear into the intake system and measure, design, and build,
a centrally-located intake manifold, which will mount the TBI as an
updraft. I'm hoping to be able to use the existing intake tubes, but
if I have to make new ones, that's what I'll do. I just KNEW that I
bought that TIG welder for some good reason, and here it is.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 770.6 hrs
Countdown to 1000 hrs~230 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Sep 15, 2009, at 1:57 PM, BobsV35B@aol.com wrote:
> Good Afternoon Lynn, (and David Brown)
>
> Just to beat a dead horse!!<G>
>
> I know I am late getting to this thread, but I would like to
> emphasize again that the actual temperature reached on any EGT
> gauge is immaterial.
>
> The important thing is how close the fuel flows are when the
> temperature does reach peak whatever that peak may be. Do the GAMI
> lean check to determine the fuel balance of your engine. If you are
> running right at best BSFC, you will have some power loss. A fifty
> RPM drop in cruise on your engine should be just about perfect!
>
> Another very important consideration is as to whether or not each
> cylinder is getting an equal share of air. Lynn, your work on the
> intake tubes should affect than balance of the airflow. Sounds like
> great experimentation. Just be sure to rebalance the fuel flows to
> the actual airflow if that does become necessary.
>
> Happy Skies,
>
> Old Bob
> Downers Grove, ILL
> Stearman N3977A
>
> In a message dated 9/9/2009 3:28:39 P.M. Central Daylight Time,
> lynnmatt@jps.net writes:
> <lynnmatt@jps.net>
>
> Well, for an example....and I don't know how bad this was....I saw
> 1468 F. today. I was flying along at WOT (3010 rpm), and my #3 got
> that high. That was as high as it got, and when it leveled off at
> that temp, I reduced throttle to about 2850, and the EGT's came down.
> I think this is another example of the fuel slamming forward at high
> revs, and the rear cylinders going lean.
>
> Then when I went into "lean of peak" mode, I was getting 1370-1390's
> F., and CHT's of 288-305 F. When things settle down after leaning
> out, my EGT's had a spread of 47-60-something, and CHT's were within
> 3 F. at one point, and stayed at less than a 15 F. spread.
>
> Usually when I'm turning about 2850 rpm and I go into "lean of peak
> EGT" mode, the #4 gets there first (as I'm leaning) followed by #3,
> and I usually watch the #3 (for no good reason at all, and this may
> be wrong) get to about 1430-1440, and then it starts to drop. At the
> time it peaks....1440 for example...I'll subtract 20 and lean to
> 1420. At this point there is still power, and it hasn't started to
> stumble yet. If I pull it much more lean, it will start to sag, and I
> enrichen j-u-s-t a tad. I almost always see 3.2-3.4 gph on the fuel
> flow meter at this point. If I cut the revs down to the low 2700's it
> will flow under 3.0 gph. At about 2580 or so, 2.5-2.8 gph, but I'm
> not going anywhere, just counting the cows. : )
>
> I've looked at the tops and edges of my pistons (small goose-neck
> flashlight), and there are no signs of problems yet.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 761.4 hrs
> Countdown to 1000 hrs~239
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying
>
>
> On Sep 9, 2009, at 12:17 PM, David Brown wrote:
>
> > <dbrown@avecc.com>
> >
> > Lynn, Listers
> >
> > I know that all EGT's Are relative and that during my tuning
> > experience
> > that I saw EGT's for short periods that were 1410-1420's. can you
> > give
> > an EGT no. that represents peak. I am wondering how close I am to
> > running at that point that is 50 degrees rich of peak that can be
> > destructive to an engine?
> >
> > David Brown
> > 601XL JAB 3300
> > N601EX 125
Use utilities Day
>
=======================
-
> MATRONICS WEB FORUMS
>
=======================
- List
> Contribution Web Site sp;
>
>
>
>
=========
Checked by AVG - www.avg.com
09/14/09
17:52:00
Message 4
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| Subject: | Replacement Oil Filters for 3300 |
[b]List,
Need to order some oil filters for my 3300, but can not find reference to filter
in USA to replace "RYCO Z386" that came on engine new. I thought the replacement
was a Honda or ? auto engine.
Any Help,
Thanks,
Mike[/b]
--------
Mike Miller @ millrml@aol.com
601 XL, 3300, Dynon
Remember, "the second mouse gets the cheese"!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=263205#263205
Message 5
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| Subject: | Replacement Oil Filters for 3300 |
[b]List,
Need to order some oil filters for my 3300, but can not find reference to filter
in USA to replace "RYCO Z386" that came on engine new. I thought the replacement
was a Honda or ? auto engine.
Any Help,
Thanks,
Mike[/b]
--------
Mike Miller @ millrml@aol.com
601 XL, 3300, Dynon
Remember, "the second mouse gets the cheese"!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=263204#263204
Message 6
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| Subject: | Re: Replacement Oil Filters for 3300 |
NAPA has the equivalent filter; can't remember the number but it is a
5-digit number. They can look it up for you by the Ryco number.
Linda
----- Original Message -----
From: "AZFlyer" <millrML@AOL.com>
Sent: Tuesday, September 15, 2009 6:55 PM
Subject: JabiruEngine-List: Replacement Oil Filters for 3300
>
> [b]List,
> Need to order some oil filters for my 3300, but can not find reference to
> filter in USA to replace "RYCO Z386" that came on engine new. I thought
> the replacement was a Honda or ? auto engine.
>
> Any Help,
>
> Thanks,
> Mike[/b]
>
> --------
> Mike Miller @ millrml@aol.com
> 601 XL, 3300, Dynon
>
> Remember, "the second mouse gets the cheese"!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=263204#263204
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
13:37:00
Message 7
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| Subject: | Re: Replacement Oil Filters for 3300 |
I have used a STP S4967 to replace the Jabiru supplied RYCO Z386 and it
seems to be a perfect replacement.
On 9/15/2009 7:44 PM, JOSEPH MATHIAS LINDA MATHIAS wrote:
> MATHIAS" <lbmathias@verizon.net>
>
> NAPA has the equivalent filter; can't remember the number but it is a
> 5-digit number. They can look it up for you by the Ryco number.
>
> Linda
> ----- Original Message ----- From: "AZFlyer" <millrML@AOL.com>
> To: <jabiruengine-list@matronics.com>
> Sent: Tuesday, September 15, 2009 6:55 PM
> Subject: JabiruEngine-List: Replacement Oil Filters for 3300
>
>
>>
>> [b]List,
>> Need to order some oil filters for my 3300, but can not find
>> reference to filter in USA to replace "RYCO Z386" that came on engine
>> new. I thought the replacement was a Honda or ? auto engine.
>>
>> Any Help,
>>
>> Thanks,
>> Mike[/b]
>>
>> --------
>> Mike Miller @ millrml@aol.com
>> 601 XL, 3300, Dynon
>>
>> Remember, "the second mouse gets the cheese"!
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=263204#263204
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> --------------------------------------------------------------------------------
>
>
> Checked by AVG - www.avg.com
> 13:37:00
>
>
--
Mark Hubelbank
NorthEast Monitoring
2 Clock Tower Place
Suite 555
Maynard, MA, 01754 - USA
mhubel@nemon.com
978-443-3955
Message 8
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| Subject: | Re: REFIT INTAKE PIPES |
I'm still waiting for your pictures to download...I'm on dial-up, so
it takes some time...but what I had in mind was using the existing
upper half of the pipes, and I'm hoping that the lower halves could
be rotated within their respective rubber couplers, and would just
point downwards and fit into a plenum what I would construct around
it...in a perfect world. Of course, that's probably not going to
happen, and when I find that out, I might just cancel that thought
and build a new set of lower pipes that would connect with the uppers
and with a newly-constructed plenum. If the whole project looks like
it wouldn't work, I would still be happy with the way things are
right now.
According to Andy Silvester, the plenum should be about 1100 cc's in
volume (about half of the engines' displacement) ....how big was
yours? Of course, I'm talking 1100 cc's for my 2200.
Now the pictures are viewable, and I see that you built two separate
"headers" or plenums for the intake, with a connector tube. With the
2200 engine, I think the plenum will fit into the oil pan "notch",
and hopefully not require too much additional intake tubing length to
reach it.
I agree about working on the hangar floor...not the most comfortable
way to design and build something. While we're on the subject, I used
to build exhaust headers for other people's race cars and my own, and
I'd sometimes have to gas-weld areas on the pipes using a mirror and
figuring out how to manipulate the torch and filler rod
backwards...talk about testing your patience!
Oh, by the way, when I asked the other day about whether your NACA-
cut exhaust pipes were aluminum or steel, it's obvious from these
shots that they are stainless. It must have been the reflections, or
light angles on the other shots that had me confused. Or else these
shots show the color of having been run.
Thanks, Peter for your input.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 770.6 hrs
Countdown to 1000 hrs~230 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Sep 15, 2009, at 5:49 PM, Peter Harris wrote:
> Lynn,
> The first pic attached was my first attempt to make a new induction
> system
> using off the shelf SS bends and Tees.
> It was a failure because it is too big.
> Manifold pressure hovered close to 1 atmosphere and although the
> engine
> would run it was about impossible to tune and was very sluggish.
> The second pic shows a system that works OK but I started out to
> make it for
> equal pipes. Working on hands and knees on the hangar floor is too
> hard. I
> got 4 equal and two less than equal but it works fine.
> Again using available SS bends I cut and fit each section then
> taped it with
> packaging tape. When each section was complete I removed it and got
> it TIG
> welded.
> It would be possible to make all 6 equal but not the way I did it.
> I am not sure it would make much difference to EGT spread because
> the pipes
> are not going to be all the same shape, consequently next time I
> would use
> the head section of the existing intake pipes and make up connecting
> sections to the plenum. I think the way forward is to make an
> updraft plenum
> with symmetrical outlets much like Pete.
> I found a source for the SS bends at cost about AUD9.00 each if you
> need it
> let me know.
> Regards
> Peter
Message 9
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| Subject: | Re: Replacement Oil Filters for 3300 |
Baldwin B33 Best choice IMHO
NAPA 1394
Bosch 3311
--------
Paul Spackman
Q-2 Jabiru 3300
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=263252#263252
Message 10
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| Subject: | Re: Replacement Oil Filters for 3300 |
Ever since Andy Silvester mentioned it over two years ago, I've been
using Baldwin filters #B33. That's about 500 hours and 20 oil and
filter changes worth of use in a 2200 engine. I suspect that the 3300
could use something similar, if not the exact same.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 770.6 hrs
Countdown to 1000 hrs~230 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Sep 15, 2009, at 6:55 PM, AZFlyer wrote:
>
> [b]List,
> Need to order some oil filters for my 3300, but can not find
> reference to filter in USA to replace "RYCO Z386" that came on
> engine new. I thought the replacement was a Honda or ? auto engine.
>
> Any Help,
>
> Thanks,
> Mike[/b]
>
> --------
> Mike Miller @ millrml@aol.com
> 601 XL, 3300, Dynon
>
> Remember, "the second mouse gets the cheese"!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=263205#263205
>
>
Message 11
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| Subject: | REFIT INTAKE PIPES |
Lynn the first pic which shows two separate "headers" was a failure because
it was too big.
The second pic uses headers closer to the original setup and it works fine.
My plenum which relates to pic 2 was only about 1L.
I think the rule of thumb referred by Andy probably means "including the
capacity of the headers"
As I posted before I could not get a low enough vac pressure for
satisfactory running of the dual header setup.
The dual header setup could be made smaller and it lends itself to dual
throttle bodies.
Based on what I have done so far I am going to stay with the single throttle
body and a symmetrical plenum of not more than 2L.
Yes I think you can retain the upper part of each header and adapt the ends
to suit the plenum.
Peter
-----Original Message-----
From: owner-jabiruengine-list-server@matronics.com
[mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of Lynn
Matteson
Sent: Wednesday, 16 September 2009 12:24 PM
Subject: Re: JabiruEngine-List: REFIT INTAKE PIPES
I'm still waiting for your pictures to download...I'm on dial-up, so
it takes some time...but what I had in mind was using the existing
upper half of the pipes, and I'm hoping that the lower halves could
be rotated within their respective rubber couplers, and would just
point downwards and fit into a plenum what I would construct around
it...in a perfect world. Of course, that's probably not going to
happen, and when I find that out, I might just cancel that thought
and build a new set of lower pipes that would connect with the uppers
and with a newly-constructed plenum. If the whole project looks like
it wouldn't work, I would still be happy with the way things are
right now.
According to Andy Silvester, the plenum should be about 1100 cc's in
volume (about half of the engines' displacement) ....how big was
yours? Of course, I'm talking 1100 cc's for my 2200.
Now the pictures are viewable, and I see that you built two separate
"headers" or plenums for the intake, with a connector tube. With the
2200 engine, I think the plenum will fit into the oil pan "notch",
and hopefully not require too much additional intake tubing length to
reach it.
I agree about working on the hangar floor...not the most comfortable
way to design and build something. While we're on the subject, I used
to build exhaust headers for other people's race cars and my own, and
I'd sometimes have to gas-weld areas on the pipes using a mirror and
figuring out how to manipulate the torch and filler rod
backwards...talk about testing your patience!
Oh, by the way, when I asked the other day about whether your NACA-
cut exhaust pipes were aluminum or steel, it's obvious from these
shots that they are stainless. It must have been the reflections, or
light angles on the other shots that had me confused. Or else these
shots show the color of having been run.
Thanks, Peter for your input.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 770.6 hrs
Countdown to 1000 hrs~230 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Sep 15, 2009, at 5:49 PM, Peter Harris wrote:
> Lynn,
> The first pic attached was my first attempt to make a new induction
> system
> using off the shelf SS bends and Tees.
> It was a failure because it is too big.
> Manifold pressure hovered close to 1 atmosphere and although the
> engine
> would run it was about impossible to tune and was very sluggish.
> The second pic shows a system that works OK but I started out to
> make it for
> equal pipes. Working on hands and knees on the hangar floor is too
> hard. I
> got 4 equal and two less than equal but it works fine.
> Again using available SS bends I cut and fit each section then
> taped it with
> packaging tape. When each section was complete I removed it and got
> it TIG
> welded.
> It would be possible to make all 6 equal but not the way I did it.
> I am not sure it would make much difference to EGT spread because
> the pipes
> are not going to be all the same shape, consequently next time I
> would use
> the head section of the existing intake pipes and make up connecting
> sections to the plenum. I think the way forward is to make an
> updraft plenum
> with symmetrical outlets much like Pete.
> I found a source for the SS bends at cost about AUD9.00 each if you
> need it
> let me know.
> Regards
> Peter
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