Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 17 Oct 2003 20:40:34 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r01.mx.aol.com ([152.163.225.97] verified) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2641070 for lml@lancaironline.net; Fri, 17 Oct 2003 20:20:42 -0400 Received: from Sky2high@aol.com by imo-r01.mx.aol.com (mail_out_v36_r1.1.) id q.5a.2348fd19 (4238) for ; Fri, 17 Oct 2003 20:20:39 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <5a.2348fd19.2cc1e157@aol.com> X-Original-Date: Fri, 17 Oct 2003 20:20:39 EDT Subject: Re: [LML] LNC2 GAMI test and performance X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1066436439" X-Mailer: 9.0 for Windows sub 921 -------------------------------1066436439 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 10/17/03 6:19:02 PM Central Standard Time, olsen25@comcast.net writes: have more GAMI test data if any of you are interested. I am finding that my cylinders all peak within 0.2-0.4 gph of each other with the stock injectors. Not too bad I guess, but the engine does start to get a little rough right about peak, so I don't run on the LOP side that much but would like to. Engine Lycoming IO-320-D1B, 160HP, ram air induction Dan, Interesting numbers. I am using Airflow Performance .022 injectors with "turbo" shrouds on my I/O 320-B and have a similar .2 gph spread at peak. The shrouds are supplied air from a small plenum fed by a 3/8" diameter "pitot" tube to provide the same pressurized air to each injector and at least at the same, if not higher pressure than the ram air induction system. This seems to have helped with the fuel atomization and I have no roughness at peak or lean of peak with EGTS and CHTS reasonably close. Of course, LOP is of no great interest to me since I prefer to run at max power. BTW, please destroy this message after reading so that it does not fall in the hands of other Lancair naturally aspirated racers. Oh, you know what I mean, other Lancair racers with naturally aspirated engines not the racers themselves. Scott Krueger Sky2high@aol.com II-P N92EX Aurora, IL (KARR) -------------------------------1066436439 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 10/17/03 6:19:02 PM Central Standard Time, olsen25@c= omcast.net writes:

have more GAMI test data if any of you are int= erested. I am finding that my cylinders all peak within 0.2-0.4 gph of= each other with the stock injectors. Not too bad I guess, but the eng= ine does start to get a little rough right about peak, so I don't run on the= LOP side that much but would like to.

Engine Lycoming IO-320-D1B, 160HP, ram air induction =

Dan,

Interesting numbers. I am using Airflow Performance .022 inj= ectors with "turbo" shrouds on my I/O 320-B and have a similar .2 gph spread= at peak. The shrouds are supplied air from a small ple= num fed by a 3/8" diameter "pitot" tube to provide the same pressurized= air to each injector and at least at the same, if not higher pressure than=20= the ram air induction system. This seems to have helped with= the fuel atomization and I have no roughness at peak or lean of peak with E= GTS and CHTS reasonably close. Of course, LOP is of no great interest=20= to me since I prefer to run at max power.

BTW, please destroy this message after reading so that it does not fall= in the hands of other Lancair naturally aspirated racers. Oh, you know= what I mean, other Lancair racers with naturally aspirated engines not= the racers themselves. =

Scott Krueger
Sky2high@aol.com
II-P N92EX Aurora, IL (KARR) -------------------------------1066436439--