X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 09 Dec 2007 16:46:32 -0500 Message-ID: X-Original-Return-Path: Received: from ironport5.liveoakmail.com ([216.110.12.21] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2571702 for lml@lancaironline.net; Fri, 07 Dec 2007 20:18:49 -0500 Received-SPF: none receiver=logan.com; client-ip=216.110.12.21; envelope-from=walter@advancedpilot.com X-IronPort-Anti-Spam-Filtered: true X-IronPort-Anti-Spam-Result: Ah4FANN/WUdAMf4V/2dsb2JhbACCPTWOPQ X-IronPort-AV: E=Sophos;i="4.23,269,1194242400"; d="scan'208,217";a="38898210" Received: from rs5.liveoakhosting.com (HELO secure5.liveoakhosting.com) ([64.49.254.21]) by ironport5.liveoakmail.com with ESMTP; 07 Dec 2007 19:18:09 -0600 Received: (qmail 9709 invoked from network); 7 Dec 2007 19:18:09 -0600 Received: from ip12-197-248-25.networkusa.com (HELO ?10.0.1.4?) (12.197.248.25) by rs5.liveoakhosting.com with (AES128-SHA encrypted) SMTP; 7 Dec 2007 19:18:09 -0600 Mime-Version: 1.0 (Apple Message framework v752.3) In-Reply-To: References: Content-Type: multipart/alternative; boundary=Apple-Mail-2--273845288 X-Original-Message-Id: <5F999311-7F99-42AB-8CDB-BDEFB412EF05@advancedpilot.com> From: Walter Atkinson Subject: Re: [LML] Re: GAMI Injectors? X-Original-Date: Fri, 7 Dec 2007 19:18:06 -0600 X-Original-To: "Lancair Mailing List" X-Mailer: Apple Mail (2.752.3) --Apple-Mail-2--273845288 Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed Scott: Very nice set-up. Did you use a turbo-type injector to hook to the ram air? If not, how did you connect the ram air to the injector screen? Walter On Dec 7, 2007, at 6:13 PM, Sky2high@aol.com wrote: In a message dated 12/6/2007 4:12:14 P.M. Central Standard Time, colyncase@earthlink.net writes: Gami jectors are great. I don't know of anyone having any creep on the ratios. I don't know of any other way to do it. Colyn, There is another method. 0. Check that you have a piston engine where each cylinder equipped with an EGT read out and the fuel system is fitted with an accurate fuel flow indication. If not, skip the rest of the discussion or upgrade the engine monitor. 1. Do the GAMI lean test at WOT, 75% power or slightly less (go to http://www.gami.com/, enter the site and click on "GAMI Lean Test"). If the fuel flow spread of EGT peaks is .3 gph or less, do nothing if you wish to do nothing. Skip the rest of this discussion since you are currently operating an engine with each cylinder probably producing similar power. Running LOP should not be rough. 2. If the engine is turbo charged (or supercharged) and the spread is greater than .3 gph, follow the GAMI recommendations and skip the rest of this discussion since, theoretically, your non-electronic injectors are already receiving upper deck air equally. If you think not, check the integrity of the injector shrouds and lines. 3. If the engine is carbureted, and the peak spread occurs at greater than .3 gph, definitely consider the GAMI recommendations (whatever those might be). There may be an imbalance of A/F ratios at cruise that may be cured or bettered by adjusting cruise fuel flow to each cylinder by using GAMI injectors. Carbureted engines are notorious for induction air imbalances, especially at different throttle settings. 4. If you are reading this line, you are operating a naturally aspirated, injected engine with a peak spread of greater than .3 gph. Think about the effect that different cowl location air flows and pressures have on the injector bleed hole (hiding behind a fine mesh screen) and the associated air flow that helps with the atomization of fuel leaving the injector for that cylinder. If those thoughts hurt your head, consider GAMI - otherwise, read on. 5. It is possible to influence each cylinder's A/F ratio by using shrouded injectors and supplying a commonly sourced, equalized air flow/pressure to each injector shroud. There may be additional benefits (other than low cost) since such a configuration may solve the A/F imbalances before changes to injector sizes. Such a modification is independent of any changes that are made to alter engine cooling by messing with cooling plenum air flows/pressures. If ram air is being utilized, feeding the injectors with such a ram air source ensures that the atomization air is equal to or higher than the MAP similar to a turbo/super charged engine (this certainly eliminates the possibility of forcing fuel back out of the injector bleed hole because the MAP is significantly higher than the cooling cowl air pressure). How such a system is implemented is left to the builder/experimenter after considering such things as the consequences of blocking the air flow, water, ice, filtering, etc. The following is and should be considered as such. Below are pix of an implementation that uses a separate pitot-like tube for ram air pickup and a small plenum to equally distribute the pressurized air. The first picture is of the pitot-like pickup. These pictures were taken before the Lightspeed electronic ignition replaced the LASAR system. Double click on the pix to expand them to 600x480 for more detail. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Darwinian culling phrase: Watch This! Check out AOL Money & Finance's list of the hottest products and top money wasters of 2007.-- For archives and unsub http://mail.lancaironline.net:81/lists/lml/ List.html --Apple-Mail-2--273845288 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=ISO-8859-1 Scott:

Very nice = set-up. =A0Did you use a turbo-type injector to hook to the ram air? =A0If= not, how did you connect the ram air to the injector = screen?

Walter



On Dec 7, = 2007, at 6:13 PM, Sky2high@aol.com= wrote:

=
In a message dated 12/6/2007 4:12:14 P.M. Central Standard Time, colyncase@earthlink.net = writes:
Gami jectors are great.=A0 I don't know of = anyone having any creep on the ratios.=A0 I don't know of any other = way to do it.=A0
=
Colyn,
=A0
There is another method.=A0
=
=A0
0. Check that you have a piston engine where=A0each = cylinder equipped with an EGT read out and the fuel system is fitted = with an accurate fuel flow indication.=A0 If not, skip the rest of the = discussion or upgrade the engine monitor.
=A0
1. = Do the GAMI lean test at WOT, 75% power or slightly less=A0(go to http://www.gami.com/, enter the site = and click on "GAMI Lean Test").=A0 If the fuel flow=A0spread of EGT = peaks=A0is .3 gph or less, do nothing if you wish to do nothing.=A0 Skip = the rest of this discussion since you are currently operating an engine = with=A0each cylinder=A0probably producing similar power.=A0 Running LOP = should not be rough.
=A0
2. If the engine is turbo = charged (or supercharged)=A0and the spread is greater than .3 gph, = follow the GAMI recommendations and skip the rest of this = discussion since, theoretically, your non-electronic=A0injectors are = already receiving upper deck air equally.=A0 If you think not, check the = integrity of the injector shrouds and lines.
=A0
=
3. If the engine is carbureted, and the peak spread=A0occurs = at=A0greater than .3 gph, definitely consider the GAMI = recommendations (whatever those might be).=A0 There may be an = imbalance of A/F ratios at cruise=A0that may be cured or bettered=A0by = adjusting cruise=A0fuel flow to each cylinder=A0by using GAMI = injectors.=A0 Carbureted engines are notorious for induction air = imbalances, especially at different throttle settings.
=
4. If you are reading this line, you=A0are operating = a=A0naturally aspirated, injected engine with a peak spread of greater = than .3 gph.=A0 =A0Think about the effect=A0that different cowl=A0location= air flows and pressures have on the injector=A0bleed hole (hiding = behind=A0a fine mesh screen)=A0and the associated air flow that helps = with=A0the atomization of fuel leaving the injector for that cylinder.=A0 = If those thoughts hurt your head, consider GAMI - otherwise, read on.=A0 =
=A0
5. It is possible to influence=A0each = cylinder's=A0A/F ratio by using shrouded injectors and supplying a = commonly sourced,=A0equalized air flow/pressure to each injector = shroud.=A0 There may be additional benefits (other than low cost) = since=A0such a configuration=A0may solve the A/F imbalances before = changes to injector sizes.=A0=A0Such a modification is independent of = any changes that are made to alter engine cooling by messing with = cooling plenum air flows/pressures.=A0 If ram air is being utilized, = feeding the injectors with such a ram air source ensures that the = atomization air is equal to or higher than the=A0MAP similar to a = turbo/super charged engine (this certainly eliminates the possibility of = forcing fuel back out of the injector=A0bleed hole=A0because the MAP is = significantly higher than the cooling cowl air pressure).
=
=A0
How such a system is implemented is left to the = builder/experimenter after considering such things as the consequences = of=A0blocking the air flow, water, ice, filtering, etc.
=
=A0
The following is
=
<Spam%20Can.jpg>=A0and should be considered as = such.
=A0
Below are pix of an implementation that = uses a separate pitot-like tube for ram air pickup and a small plenum to = equally=A0distribute the pressurized air.=A0 The first picture=A0is of = the=A0pitot-like pickup.=A0 These pictures were taken before the = Lightspeed electronic ignition replaced the LASAR system.=A0 Double = click on the pix to expand them to 600x480 for more detail.
=
=A0
=
<injector%20pitot%20small.jpg><ram%20to%2= 0injectors.JPG>
=A0
Scott = Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL = (KARR)

Darwinian culling phrase: Watch = This!




Check out AOL Money & Finance's list of the hottest products and top money wasters of = 2007.
<Spam%20Can.jpg><injector%20pitot%= 20small.jpg><ram%20to%20injectors.JPG>-- =

= --Apple-Mail-2--273845288--