Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Thu, 02 Oct 2003 13:21:32 -0400 Message-ID: X-Original-Return-Path: Received: from [128.83.126.134] (HELO mail.utexas.edu) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP-TLS id 2621444 for flyrotary@lancaironline.net; Thu, 02 Oct 2003 11:33:25 -0400 Received: (qmail 15390 invoked from network); 2 Oct 2003 15:33:21 -0000 Received: from dhcp-191-101.per.utexas.edu (HELO benefits3.mail.utexas.edu) (146.6.191.101) by wb1.mail.utexas.edu with SMTP; 2 Oct 2003 15:33:21 -0000 X-Original-Message-Id: <5.1.1.5.2.20031002102645.012cf640@localhost> X-Sender: msteitle@mail.utexas.edu@localhost X-Mailer: QUALCOMM Windows Eudora Version 5.1.1 X-Original-Date: Thu, 02 Oct 2003 10:33:16 -0500 X-Original-To: Fly Rotary From: Mark Steitle Subject: Fuel Pressure Regulators Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii"; format=flowed Can someone explain why its recommended (by Tracy) to use a fuel pressure regulator with the manifold vacuum port. I understand that the vacuum port causes a change in fuel pressure as the manifold pressure changes, but I don't understand why we want the pressure to change. This seems like it would make it more difficult to tune the EC-2. What am I missing here? Also, what is the preferred fuel pressure for a n/a injected rotary? (I recall Ed Anderson stating he runs 45psi... Is this correct Ed). Mark S.