Return-Path: Received: from imf19aec.mail.bellsouth.net ([205.152.59.67] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 761016 for flyrotary@lancaironline.net; Sat, 26 Feb 2005 20:46:32 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.67; envelope-from=sqpilot@bellsouth.net Received: from [209.214.45.184] by imf19aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050227014545.XNCL2072.imf19aec.mail.bellsouth.net@[209.214.45.184]> for ; Sat, 26 Feb 2005 20:45:45 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [266.5.0]); Sat, 26 Feb 2005 19:45:35 -0600 Message-ID: <00a001c51c6e$06d7bf70$0e2dd6d1@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" Subject: Weber carburetors Date: Sat, 26 Feb 2005 19:45:33 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-4221263F10B1=======" --=======AVGMAIL-4221263F10B1======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_009D_01C51C3B.BC1C0BD0" ------=_NextPart_000_009D_01C51C3B.BC1C0BD0 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I am still looking at carburetors for my 13b. I haven't decided to = ditch the EFI yet, as I have the maps set up now and it seems to be = producing good power, and runs smoothly. After talking to George = Graham, and seeing that Ron Gowan also had a carb on a 13b, (as well as = Finn and I believe the gentleman who had a Coot amphibian), it would = seem that there are some success stories with a rotary and a carb. Now that we are talking about PM alternators, with around 35 amps, = it would seem that if I had a carburetor instead of EFI, my electrical = current needs would be considerably less. (No injectors to fire, no high = pressure fuel pumps, etc). I could also eliminate the need for a fuel = return line to sump tank, handheld ECU programmer, etc. =20 Of course there are downsides to carburetors as well, such as the = need to provide inflight leaning of the mixture and carb heat. The carb = heat is the easy part. (not very far from the exhaust). The real = challenge would be providing for inflight leaning of the mixture. If = anyone has seen a succesful modification of a Weber carb for inflight = leaning, I would appreciate any info you might have? Thanks in advance = for any and all replies. Paul Conner ------=_NextPart_000_009D_01C51C3B.BC1C0BD0 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable

I am still looking at carburetors for = my 13b. =20 I haven't decided to ditch the EFI yet, as I have the maps set up now = and it=20 seems to be producing good power, and runs smoothly. After = talking=20 to George Graham, and seeing that Ron Gowan also had a carb on a 13b, = (as well=20 as Finn and I believe the gentleman who had a Coot amphibian), it would = seem=20 that there are some success stories with a rotary and a = carb.

Now that we are = talking about PM=20 alternators, with around 35 amps, it would seem that if I had a = carburetor=20 instead of EFI, my electrical current needs would be considerably less. = (No=20 injectors to fire, no high pressure fuel pumps, etc). I could also = eliminate the need for a fuel return line to sump tank, = handheld ECU=20 programmer, etc.

Of course = there are=20 downsides to carburetors as well, such as the need to provide inflight = leaning=20 of the mixture and carb heat. The carb heat is the easy part. (not = very=20 far from the exhaust). The real challenge would be providing for = inflight=20 leaning of the mixture. If anyone has seen a succesful = modification of a=20 Weber carb for inflight leaning, I would appreciate any info you might=20 have? Thanks in advance for any and all replies. Paul=20 Conner

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