Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 02 Jan 2004 19:40:32 -0500 Message-ID: X-Original-Return-Path: X-SpamCatcher-Score: 1 [X] Received: from imf17aec.mail.bellsouth.net ([205.152.59.65] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2914561 for marvkaye@lancaironline.net; Fri, 02 Jan 2004 15:40:33 -0500 Received: from bellsouth.net ([66.157.7.4]) by imf17aec.mail.bellsouth.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with ESMTP id <20040102204032.WNFY20306.imf17aec.mail.bellsouth.net@bellsouth.net> for ; Fri, 2 Jan 2004 15:40:32 -0500 X-Original-Message-ID: <3FF5D706.AF336A3F@bellsouth.net> X-Original-Date: Fri, 02 Jan 2004 14:39:35 -0600 From: Joseph Bartels X-Mailer: Mozilla 4.79 [en] (Windows NT 5.0; U) X-Accept-Language: en MIME-Version: 1.0 X-Original-To: marvkaye@lancaironline.net Subject: (no subject) Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Marv: I would like everyone who reads the LML to know that Lancair does not have a negative position to take with either Rick Schrameck personally or his company(ies). The fact that he sells a supercharger that some of our customers may wish to use is of no concern to us other than we wish the customer to know that it may void their warranty with Continental. I did see the photograph sent by Ron Jones of Rick's panel that shows a manifold pressure of 27.2, cylinder head temperatures of 379 degrees and EGT's of 1363. I would be interested in knowing what his readings would be at higher power settings and leaner EGT's. I do know that with my own turbocharged Continental engine in my IV-P, I experience cylinder head temperatures of no greater than 356 degrees at 30" of manifold pressure, 2500 rpm's and Turbine Inlet Temperature's of 1650 degrees at FL250 and above. Without mentioning names, we did have a customer using Mr. Schrameck's supercharger who was experiencing high cylinder head temperatures. We were able to assist that customer in reducing, somewhat, those temperatures by providing additional baffling material. Whether you turbocharge or supercharge, you more likely than not will experience an increase in induction air temperature. This increase in induction air temperature may translate to higher cylinder head temperatures. To eliminate any additional cylinder head temperatures experienced with turbo/super charging, you may wish to check your engine baffling as well as add intercoolers. Anyway, Lancair has no official position relative to the Schrameck supercharger and should Continental ever endorse its use, Lancair will be glad to include it in its fast build engine program. Joe Bartels Lancair International, Inc.