X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bw0-f52.google.com ([209.85.214.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTPS id 5109054 for flyrotary@lancaironline.net; Wed, 31 Aug 2011 00:36:02 -0400 Received-SPF: none receiver=logan.com; client-ip=209.85.214.52; envelope-from=crobinson@medialantern.com Received: by bkbzs2 with SMTP id zs2so356333bkb.25 for ; Tue, 30 Aug 2011 21:35:25 -0700 (PDT) MIME-Version: 1.0 Received: by 10.204.142.65 with SMTP id p1mr640365bku.183.1314765325026; Tue, 30 Aug 2011 21:35:25 -0700 (PDT) Received: by 10.204.116.137 with HTTP; Tue, 30 Aug 2011 21:35:24 -0700 (PDT) X-Originating-IP: [174.252.51.241] Received: by 10.204.116.137 with HTTP; Tue, 30 Aug 2011 21:35:24 -0700 (PDT) In-Reply-To: References: Date: Wed, 31 Aug 2011 00:35:24 -0400 Message-ID: Subject: Re: [FlyRotary] Re: CG Products Intake Manifold From: Chad Robinson To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0015174c0bc429471104abc5a8d2 --0015174c0bc429471104abc5a8d2 Content-Type: text/plain; charset=ISO-8859-1 I recently researched EFI regulation a bit and found something interesting. Many modern (post-1995) vehicles have "returnless" EDI systems where the regulator is in or near the tank, not the engine compartment. It turns out this isn't for complexity reasons, though it does save a bit. It's for emissions. The heating of the fuel in the engine compartment transfers heat back to the tank. The tank's emissions do count even though they're not huge. It's also one less part, hose, and set of fittings to fail- and get warranty calls on. To deal with vapor lock they just crank up the pressure to 65 or more psi. Very effective. Not at all saying we should do the same, but the purpose is interesting, no? As well as the vapor lock" solution"... Regards, Chad --0015174c0bc429471104abc5a8d2 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable

I recently researched EFI regulation a bit and found something interesti= ng. Many modern (post-1995) vehicles have "returnless" EDI system= s where the regulator is in or near the tank, not the engine compartment.

It turns out this isn't for complexity reasons, though it does save = a bit. It's for emissions. The heating of the fuel in the engine compar= tment transfers heat back to the tank. The tank's emissions do count ev= en though they're not huge. It's also one less part, hose, and set = of fittings to fail-=A0 and get warranty calls on.

To deal with vapor lock they just crank up the pressure to 65 or more ps= i. Very effective.

Not at all saying we should do the same, but the purpose is interesting,= no? As well as the vapor lock" solution"...

Regards,
Chad

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