Today's Message Index:
----------------------
1. 06:11 AM - (Ralph E. Capen)
2. 06:18 AM - #1 cylinder block-off plate (Ralph E. Capen)
3. 06:23 AM - Re: [RV Builders] (unknown) (Dan Weyant)
4. 06:31 AM - Re: [RV Builders] (unknown) (Ralph E. Capen)
5. 06:38 AM - Re: #1 cylinder block-off plate (Kelly McMullen)
6. 08:41 AM - Re: #1 cylinder block-off plate (Ralph E. Capen)
7. 09:38 AM - Re: #1 cylinder block-off plate (RV6 Flyer)
8. 10:39 AM - Re: #1 cylinder block-off plate (Ralph E. Capen)
Message 1
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For those of you running a four cylinder:
What does your #1 block off plate look like?
What kind of shape is it?
What dimensions at each end?
How well does it control / regulate the CHT balance for #1 and #3?
Do you notice differences between climb attitude and level flight attitude?
My #2 and #4 side seems to be pretty well balanced - even with the oil cooler opening
up behind the #4. My #1 and #3 side still has the #3 CHT a little higher
than I want it consistently and I have been fiddling with the size/shape of
the #1 baffle in an effort to get a better level attitude balance. I have the
spacer washer between the #3 baffle wraparound and the cylinder head - but I
also have the openings for the muffler/heater air back there at the #3 area as
well.
I'm trying to get a sense of what is working for folks out there - how big/small,
what shape, and how effective.
I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to help
balance the injector flows - that seems to be working quite well!
Thanks,
Ralph Capen
Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injection
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Subject: | #1 cylinder block-off plate |
For those of you running a four cylinder:
What does your #1 block off plate look like?
What kind of shape is it?
What dimensions at each end?
How well does it control / regulate the CHT balance for #1 and #3?
Do you notice differences between climb attitude and level flight attitude?
My #2 and #4 side seems to be pretty well balanced - even with the oil cooler opening
up behind the #4. My #1 and #3 side still has the #3 CHT a little higher
than I want it consistently and I have been fiddling with the size/shape of
the #1 baffle in an effort to get a better level attitude balance. I have the
spacer washer between the #3 baffle wraparound and the cylinder head - but I
also have the openings for the muffler/heater air back there at the #3 area as
well.
I'm trying to get a sense of what is working for folks out there - how big/small,
what shape, and how effective.
I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to help
balance the injector flows - that seems to be working quite well!
Thanks,
Ralph Capen
Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injection
Message 3
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Subject: | RE: [RV Builders] (unknown) |
Ralph,
I=99m running an IO-320 in my RV-9A.
I initially had some issues with my #1/#3 side running hotter on #1 than #3
=2E I started slowly cutting my block off plate away. I eventually wound
up removing it entirely.
Obviously each install is a little different.
When I had one it was about 3 inches long (covered about the lower =C2=BD o
f the #1. And about 2 inches high, rougly rectangle shapped
I notice a big difference between cruise and climb. I think it is mostly r
elated to airspeed. Slower airspeed and full power I have to really watch
my CHT=99s. I usually run in the high 300=99s during climb. A
t cruise leaned out I run about 350-370.
-Dan
From: RV7A@yahoogroups.com [mailto:RV7A@yahoogroups.com]
Sent: Tuesday, August 09, 2016 8:11 AM
Subject: [RV Builders] (unknown)
For those of you running a four cylinder:
What does your #1 block off plate look like?
What kind of shape is it?
What dimensions at each end?
How well does it control / regulate the CHT balance for #1 and #3?
Do you notice differences between climb attitude and level flight attitude?
My #2 and #4 side seems to be pretty well balanced - even with the oil cool
er opening up behind the #4. My #1 and #3 side still has the #3 CHT a littl
e higher than I want it consistently and I have been fiddling with the size
/shape of the #1 baffle in an effort to get a better level attitude balance
=2E I have the spacer washer between the #3 baffle wraparound and the cylin
der head - but I also have the openings for the muffler/heater air back the
re at the #3 area as well.
I'm trying to get a sense of what is working for folks out there - how big/
small, what shape, and how effective.
I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to h
elp balance the injector flows - that seems to be working quite well!
Thanks,
Ralph Capen
Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injectio
n
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Message 4
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Subject: | RE: [RV Builders] (unknown) |
Thanks Dan!
-----Original Message-----
From: "'Dan Weyant' dan@weyant.net [RV7A]"
Sent: Aug 9, 2016 9:22 AM
Subject: RE: [RV Builders] (unknown)
Ralph, Im running an IO-320 in my RV-9A. I initially had some issues with my #1/#3 side running hotter on #1 than #3. I started slowly cutting my block off plate away. I eventually wound up removing it entirely. Obviously each install is a little different. When I had one it was about 3 inches long (covered about the lower of the #1. And about 2 inches high, rougly rectangle shapped I notice a big difference between cruise and climb. I think it is mostly related to airspeed. Slower airspeed and full power I have to really watch my CHTs. I usually run in the high 300s during climb. At cruise leaned out I run about 350-370. -Dan From: RV7A@yahoogroups.com [mailto:RV7A@yahoogroups.com]
Sent: Tuesday, August 09, 2016 8:11 AM
Subject: [RV Builders] (unknown)
For those of you running a four cylinder:
What does your #1 block off plate look like?
What kind of shape is it?
What dimensions at each end?
How well does it control / regulate the CHT balance for #1 and #3?
Do you notice differences between climb attitude and level flight attitude?
My #2 and #4 side seems to be pretty well balanced - even with the oil cooler opening
up behind the #4. My #1 and #3 side still has the #3 CHT a little higher
than I want it consistently and I have been fiddling with the size/shape of
the #1 baffle in an effort to get a better level attitude balance. I have the
spacer washer between the #3 baffle wraparound and the cylinder head - but I also
have the openings for the muffler/heater air back there at the #3 area as
well.
I'm trying to get a sense of what is working for folks out there - how big/small,
what shape, and how effective.
I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to help
balance the injector flows - that seems to be working quite well!
Thanks,
Ralph Capen
Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injection
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Message 5
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Subject: | Re: #1 cylinder block-off plate |
You want the baffle to sit in front of the #1 cylinder head. You vary
the height to get the desired balance. I recommend using aluminum tape
for testing what dimension you need. For my -10, Vans supplied the
baffle, too large, and it had to be trimmed to size. (It was part of the
engine baffle kit, if I recall correctly. #2 needs a spacer between the
cyl head and the baffle, just like the rear of #3. If you need, I can
send you a document written for Cessna Cardinals. The factory didn't put
in spacers, and the CHTs ran about 40 degrees hotter without spacers.
All due to the intake side of Lyc cylinder heads having virtually no
cooling fins.
On 8/9/2016 6:17 AM, Ralph E. Capen wrote:
>
> For those of you running a four cylinder:
> What does your #1 block off plate look like?
> What kind of shape is it?
> What dimensions at each end?
> How well does it control / regulate the CHT balance for #1 and #3?
> Do you notice differences between climb attitude and level flight attitude?
>
> My #2 and #4 side seems to be pretty well balanced - even with the oil cooler
opening up behind the #4. My #1 and #3 side still has the #3 CHT a little higher
than I want it consistently and I have been fiddling with the size/shape
of the #1 baffle in an effort to get a better level attitude balance. I have
the spacer washer between the #3 baffle wraparound and the cylinder head - but
I also have the openings for the muffler/heater air back there at the #3 area
as well.
>
> I'm trying to get a sense of what is working for folks out there - how big/small,
what shape, and how effective.
>
> I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to help
balance the injector flows - that seems to be working quite well!
>
> Thanks,
> Ralph Capen
> Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injection
>
>
Message 6
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Subject: | Re: #1 cylinder block-off plate |
Thanks!
The baffle kit for the O360 from Vans didn't have the #1 front plate from my recollection
(I assembled those parts almost ten years ago and have been flying
for a while). What I ended up with is well within limits - just higher for the
#3 and I think it could be better! The most recent 'tests' with a larger #1
block-off plate had the #3 CHT go up - so I'm thinking there is some sort of
flow burble in there (yes, I checked the CHT sensor wiring!).
I have the washer spacer on the back of the #3 - I can make it thicker or thinner
too as part of this experiment.
I'll take the Cardinal document please!
I'm interested in the shapes and sizes that folks are happy with.
Thanks again!
-----Original Message-----
>From: Kelly McMullen <kellym@aviating.com>
>Sent: Aug 9, 2016 9:38 AM
>To: rv-list@matronics.com
>Subject: Re: RV-List: #1 cylinder block-off plate
>
>
>You want the baffle to sit in front of the #1 cylinder head. You vary
>the height to get the desired balance. I recommend using aluminum tape
>for testing what dimension you need. For my -10, Vans supplied the
>baffle, too large, and it had to be trimmed to size. (It was part of the
>engine baffle kit, if I recall correctly. #2 needs a spacer between the
>cyl head and the baffle, just like the rear of #3. If you need, I can
>send you a document written for Cessna Cardinals. The factory didn't put
>in spacers, and the CHTs ran about 40 degrees hotter without spacers.
>All due to the intake side of Lyc cylinder heads having virtually no
>cooling fins.
>
>On 8/9/2016 6:17 AM, Ralph E. Capen wrote:
>>
>> For those of you running a four cylinder:
>> What does your #1 block off plate look like?
>> What kind of shape is it?
>> What dimensions at each end?
>> How well does it control / regulate the CHT balance for #1 and #3?
>> Do you notice differences between climb attitude and level flight attitude?
>>
>> My #2 and #4 side seems to be pretty well balanced - even with the oil cooler
opening up behind the #4. My #1 and #3 side still has the #3 CHT a little higher
than I want it consistently and I have been fiddling with the size/shape
of the #1 baffle in an effort to get a better level attitude balance. I have
the spacer washer between the #3 baffle wraparound and the cylinder head - but
I also have the openings for the muffler/heater air back there at the #3 area
as well.
>>
>> I'm trying to get a sense of what is working for folks out there - how big/small,
what shape, and how effective.
>>
>> I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to help
balance the injector flows - that seems to be working quite well!
>>
>> Thanks,
>> Ralph Capen
>> Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injection
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 7
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Subject: | Re: #1 cylinder block-off plate |
Check out Van's OP-40 (360) and OP-44 drawings.
Both use CB-1000B for left and right air dams on the cylinder heads.
I made my own out of 0.025 and used RTV silicone to hold them in place. Va
ry the height to vary the temperature. When I had Superior cylinders, I ne
ed the stock size to keep #2 cylinder up and it was still the coldest. Goi
ng to ECI Steel Cylinders, #2 now has NO temperature riser and is typically
the hottest or 2nd hottest in cruise. Power settings and altitude all det
ermine what cylinder on my airplane is the hottest. In climb, #3 & #4 are
the hottest but in 23 squared cruise flight, #1 & #2 are the hottest.
Photo is taken from Van's drawings listed above.
Part number can be found on http://vansaircraft.com/public/parts.txt
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
3,180+ Flying Hours Pennsylvania, USA
________________________________
From: owner-rv-list-server@matronics.com <owner-rv-list-server@matronics.co
m> on behalf of Ralph E. Capen <recapen@earthlink.net>
Sent: Tuesday, August 9, 2016 3:40:10 PM
Subject: Re: RV-List: #1 cylinder block-off plate
Thanks!
The baffle kit for the O360 from Vans didn't have the #1 front plate from m
y recollection (I assembled those parts almost ten years ago and have been
flying for a while). What I ended up with is well within limits - just hig
her for the #3 and I think it could be better! The most recent 'tests' wit
h a larger #1 block-off plate had the #3 CHT go up - so I'm thinking there
is some sort of flow burble in there (yes, I checked the CHT sensor wiring!
).
I have the washer spacer on the back of the #3 - I can make it thicker or t
hinner too as part of this experiment.
I'll take the Cardinal document please!
I'm interested in the shapes and sizes that folks are happy with.
Thanks again!
-----Original Message-----
>From: Kelly McMullen <kellym@aviating.com>
>Sent: Aug 9, 2016 9:38 AM
>To: rv-list@matronics.com
>Subject: Re: RV-List: #1 cylinder block-off plate
>
>
>You want the baffle to sit in front of the #1 cylinder head. You vary
>the height to get the desired balance. I recommend using aluminum tape
>for testing what dimension you need. For my -10, Vans supplied the
>baffle, too large, and it had to be trimmed to size. (It was part of the
>engine baffle kit, if I recall correctly. #2 needs a spacer between the
>cyl head and the baffle, just like the rear of #3. If you need, I can
>send you a document written for Cessna Cardinals. The factory didn't put
>in spacers, and the CHTs ran about 40 degrees hotter without spacers.
>All due to the intake side of Lyc cylinder heads having virtually no
>cooling fins.
>
>On 8/9/2016 6:17 AM, Ralph E. Capen wrote:
>>
>> For those of you running a four cylinder:
>> What does your #1 block off plate look like?
>> What kind of shape is it?
>> What dimensions at each end?
>> How well does it control / regulate the CHT balance for #1 and #3?
>> Do you notice differences between climb attitude and level flight attitu
de?
>>
>> My #2 and #4 side seems to be pretty well balanced - even with the oil c
ooler opening up behind the #4. My #1 and #3 side still has the #3 CHT a l
ittle higher than I want it consistently and I have been fiddling with the
size/shape of the #1 baffle in an effort to get a better level attitude bal
ance. I have the spacer washer between the #3 baffle wraparound and the cy
linder head - but I also have the openings for the muffler/heater air back
there at the #3 area as well.
>>
>> I'm trying to get a sense of what is working for folks out there - how b
ig/small, what shape, and how effective.
>>
>> I have installed the 'Turbo' shrouds at the suggestion of my FI vendor t
o help balance the injector flows - that seems to be working quite well!
>>
>> Thanks,
>> Ralph Capen
>> Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injec
tion
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 8
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Subject: | Re: #1 cylinder block-off plate |
Thanks Gary,
I wasn't able to find OP-40 or OP-44 in the list - I did find OP-4 though - must
be for the set - looks like this for an 8. I'll dig around and see if I can
find them in my drawings folder.
I have the drawings for the 6 - 360 (not real drawings like the OP's that you reference)
Ralphand it doesn't have the one for the passenger side - the one for the pilot's
side is almost identical to the 6 - 360 drawing...and waaay smaller than the
picture you sent. Mine for the passenger side is a similar shape - but smaller
so it looks like I have some fiddle room!
-----Original Message-----
From: RV6 Flyer
Sent: Aug 9, 2016 12:37 PM
Subject: Re: RV-List: #1 cylinder block-off plate
Check out Van's OP-40 (360) and OP-44 drawings.
Both use CB-1000B for left and right air dams on the cylinder heads.
I made my own out of 0.025 and used RTV silicone to hold them in place. Vary the
height to vary the temperature. When I had Superior cylinders, I need the
stock size to keep #2 cylinder up and it was still the coldest. Going to ECI
Steel Cylinders, #2
now has NO temperature riser and is typically the hottest or 2nd hottest in cruise.
Power settings and altitude all determine what cylinder on my airplane
is the hottest. In climb, #3 & #4 are the hottest but in 23 squared cruise flight,
#1 & #2 are the
hottest.
Photo is taken from Van's drawings listed above.
Part number can be found on
http://vansaircraft.com/public/parts.txt
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
3,180+ Flying Hours Pennsylvania, USA
From: owner-rv-list-server@matronics.com <owner-rv-list-server@matronics.com> on
behalf of Ralph E. Capen <recapen@earthlink.net>
Sent: Tuesday, August 9, 2016 3:40:10 PM
Subject: Re: RV-List: #1 cylinder block-off plate
Thanks!
The baffle kit for the O360 from Vans didn't have the #1 front plate from my recollection
(I assembled those parts almost ten years ago and have been flying
for a while). What I ended up with is well within limits - just higher for the
#3 and I think it could
be better! The most recent 'tests' with a larger #1 block-off plate had the #3
CHT go up - so I'm thinking there is some sort of flow burble in there (yes,
I checked the CHT sensor wiring!).
I have the washer spacer on the back of the #3 - I can make it thicker or thinner
too as part of this experiment.
I'll take the Cardinal document please!
I'm interested in the shapes and sizes that folks are happy with.
Thanks again!
-----Original Message-----
>From: Kelly McMullen <kellym@aviating.com>
>Sent: Aug 9, 2016 9:38 AM
>To: rv-list@matronics.com
>Subject: Re: RV-List: #1 cylinder block-off plate
>
>
>You want the baffle to sit in front of the #1 cylinder head. You vary
>the height to get the desired balance. I recommend using aluminum tape
>for testing what dimension you need. For my -10, Vans supplied the
>baffle, too large, and it had to be trimmed to size. (It was part of the
>engine baffle kit, if I recall correctly. #2 needs a spacer between the
>cyl head and the baffle, just like the rear of #3. If you need, I can
>send you a document written for Cessna Cardinals. The factory didn't put
>in spacers, and the CHTs ran about 40 degrees hotter without spacers.
>All due to the intake side of Lyc cylinder heads having virtually no
>cooling fins.
>
>On 8/9/2016 6:17 AM, Ralph E. Capen wrote:
>>
>> For those of you running a four cylinder:
>> What does your #1 block off plate look like?
>> What kind of shape is it?
>> What dimensions at each end?
>> How well does it control / regulate the CHT balance for #1 and #3?
>> Do you notice differences between climb attitude and level flight attitude?
>>
>> My #2 and #4 side seems to be pretty well balanced - even with the oil cooler
opening up behind the #4. My #1 and #3 side still has the #3 CHT a little higher
than I want it consistently and I have been fiddling with the size/shape
of the #1 baffle in an
effort to get a better level attitude balance. I have the spacer washer between
the #3 baffle wraparound and the cylinder head - but I also have the openings
for the muffler/heater air back there at the #3 area as well.
>>
>> I'm trying to get a sense of what is working for folks out there - how big/small,
what shape, and how effective.
>>
>> I have installed the 'Turbo' shrouds at the suggestion of my FI vendor to help
balance the injector flows - that seems to be working quite well!
>>
>> Thanks,
>> Ralph Capen
>> Aerosport XP IO360B1F6 with LASAR ignition and Airflow Performance injection
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
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