Hi, Herb....I am still playing with it on the ground. I did a couple of aborted takeoffs yesterday, and it seemed to be running fine.  Today I ran it with the top cowling off to see how many rpm's I could get with unrestricted airflow into the TWM throttlebody. Today it only went to 5250 rpm's static.   Last week I had it up to 5600 rpm's static.  By the time I was starting to play with the mixture settings, the temps were getting too hot, so I shut it down for the day.  Hopefully tomorrow I will get to do it again, and this time I will have more time to adjust prior to overheating temps are reached.

      The engine is running very smoothly, with no hesitation anywhere from idle (800 rpm) to full throttle (5250 rpm's).  I finished the ram air scoop on the cowling to bring inflight ram air to the throttlebody intake.  I am also making an aluminum scoop that bolts to the throttlebody, which is kind of like a short periscope that protrudes into the fiberglass ram air intake scoop I just made (on the cowling). That way, any incoming air has nowhere else to go but to feed the throttlebody. It is all fabricated, I just need to get it welded.( I do not want any screws or nuts on this intake that might possibly come loose and be ingested into the engine). Call me chicken, I don't care.

     I also purchased an MS HA-6 sidedraft carburetor. I am going to make an intake plenum for it similar to Ron Gowan's rotary powered LongEZ system, except that the intake runners will be shorter, since his is mounted plugs up, and mine is mounted oil pan down.  Haven't commited to the carburetor yet, as I am still giving the ECU one last chance to prove it's virtues. 

      The HA-6 carb has manual mixture control and would eliminate a lot of electrical current demand on my system if I dump the two high pressure fuel pumps, electrically fired injectors, etc.  I could also dump the controversial fuel return line, vented sump tank, etc, etc.  The down side is I will have to hook up a mixture control lever and supply carb heat. The carb's close proximity to the exhaust makes carb heat provision very easy, of course.  Decisions, decisions.  Guess I shouldn't complain as I do have a good flying canard aircraft with which I get to make these decisions....only the engine/fuel system needs more experimentation.  Glad it's an experimental, and I am allowed to experiment.

     I also purchased street ported 4-port turbo engine parts, and an extra 6 port NA engine, so that I can use two engines to make one street ported 4-port with NA rotors and housings. On the other hand, if I get my 5600 static rpm's back on my present 1989 turbo engine (minus turbo), I just might keep and be happy with what I have on the plane right now.  That extra rpm would probably put me over 200 mph, and I would be quite satisfied with that.  I could always sell what I don't need.  Paul, sorry I bored you to death, Conner