X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 06 Oct 2009 13:23:12 -0400 Message-ID: X-Original-Return-Path: Received: from mta11.charter.net ([216.33.127.80] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3875291 for lml@lancaironline.net; Mon, 05 Oct 2009 14:55:03 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.80; envelope-from=farnsworth@charter.net Received: from imp09 ([10.20.200.9]) by mta11.charter.net (InterMail vM.7.09.01.00 201-2219-108-20080618) with ESMTP id <20091005185419.GHUB15884.mta11.charter.net@imp09> for ; Mon, 5 Oct 2009 14:54:19 -0400 Received: from Farnsworth ([75.139.158.86]) by imp09 with smtp.charter.net id p6uK1c00D1s7vFP056uKpu; Mon, 05 Oct 2009 14:54:19 -0400 X-Authority-Analysis: v=1.0 c=1 a=SDRvqFbAx7YA:10 a=Ia-xEzejAAAA:8 a=WRcd7jTEOPDedK5Ose0A:9 a=vEMFujpgAasMHL92LnYA:7 a=fNlU5vaWnbNuVckIJUtOFUECaPgA:4 a=EzXvWhQp4_cA:10 a=j2ZGGWxCIJwLrCd0:21 a=fWZxIjDcGOC2FVyg:21 a=SSmOFEACAAAA:8 a=pYTNb-GBa9Pm_RpueqwA:9 a=heh2Bu0rcMyRfIqgw9QA:7 a=udAxZo9hGNcHYna0iV3OWgJRi38A:4 From: "farnsworth" X-Original-To: "'Lancair Mailing List'" References: Subject: RE: [LML] Re: High #2 CHT on a IVP X-Original-Date: Mon, 5 Oct 2009 14:54:20 -0400 X-Original-Message-ID: <35319787ADC74185B6BCBBFBD8BD3BB1@Farnsworth> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0152_01CA45CB.B81C71F0" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 In-Reply-To: Thread-Index: AcpF534rGQ8BZU9jQ/q3XHwPp+kmigABOmew This is a multi-part message in MIME format. ------=_NextPart_000_0152_01CA45CB.B81C71F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I was told by the folks at GAMI that each letter size (an =93A=94 to a = =93B=94) will change the fuel flow by =BD pound per hour. .6 gallons per hour is about = 3.6 pounds per hour, so yes a change of GMAI injector sizes can improve the equalization of the cylinders. =20 Lynn Farnsworth =20 _____ =20 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = paul miller Sent: Monday, October 05, 2009 2:13 PM To: lml@lancaironline.net Subject: [LML] Re: High #2 CHT on a IVP =20 You have classic TCM lean cylinders (1 and 2) but the left side peaking first together may be a good clue. I'd certainly look for an induction = leak on the left side then right side (I can't recall if your engine is Turbo = or not). The 0.6 difference seems reasonable so I'm not sure any = GAMIjectors would necessarily help this particular problem. I would definitely = start looking for leaks, fuel stains, open sniffler valves and any tiny = induction leak especially at clamps and couplings. good luck. =20 Paul Miller Calgary On 2009-10-04, at 8:28 PM, Dan Reagan wrote: =20 ------=_NextPart_000_0152_01CA45CB.B81C71F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I was told by the folks at GAMI = that each letter size (an “A” to a “B”) will change the = fuel flow by =BD pound per hour. .6 gallons per hour is about 3.6 pounds per hour, = so yes a change of GMAI injector sizes can improve the equalization of the = cylinders.

Lynn = Farnsworth

From: = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of paul miller
Sent: Monday, October 05, = 2009 2:13 PM
To: = lml@lancaironline.net
Subject: [LML] Re: High = #2 CHT on a IVP

You have classic TCM lean cylinders (1 and 2) but the left side = peaking first together may be a good clue. I'd certainly look for an = induction leak on the left side then right side (I can't recall if your engine is = Turbo or not). The 0.6 difference seems reasonable so I'm not sure any GAMIjectors would necessarily help this particular problem. I = would definitely start looking for leaks, fuel stains, open sniffler valves = and any tiny induction leak especially at clamps and couplings. good = luck.

Paul Miller

Calgary

On 2009-10-04, at 8:28 PM, Dan Reagan = wrote:

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