Mark, Thanks, the purpose of my messages is to come back up to speed on subject matter that I have not addressed in several months or years by discussing what I know, what I think I know and what I don't know and what I need to know.
I have never been happy with the Zenith carb and my concerns with trying to set up a mixture control and do so safely. I spent a lot of time money and effort recently building a 454/ 496 high torque at lower RPM stroker motor for my vintage Airstream motorhome so I am also trying to switch gears.Like most of my project, once I get into them they tend to go from what I thought I needed to do to something much farther. For example, this started out as me being curious about my heads because I had a spark plug that needed a helicoil to pull the heads to properly install the coil and also feeling I probably wouldn't like what I saw once I pulled the heads. Plus I had had a few temp issues that it seems many experience with the VW so I was also concerned because of that. So, the one thing that led to another is now causing me to look into carb options again. What is that saying in experimental projects ? 90% done, 90% left to go. All the details being brought up by those direct to indirect is valuable to me as I suspect it's valuable to others. So, if you or others feel you might be drifting or digressing off subject, it is all very valuable to me. Jeff On Fri, Nov 4, 2022 at 9:44 AM Mark Langford <m...@n56ml.com> wrote: > To be clear, I use Curil-T as a sealant along the engine case half > adjoining surfaces, and other critical metal to metal surfaces where > there is no other gasket due to critical tolerances. That's what it's > made for. I use Permatex Ultra Silicone (comes in gray, black, or red) > between cylinder bases and the case "spigot" interface to prevent oil > leaks at that joint. I don't put any kind of sealant between cylinders > and heads, as it's futile, given the temperatures. Only if I need some > kind of shimming to get the compression chamber volume in the right > range do I use a copper head gasket, they are not needed otherwise, as > the VW factory proved in 1940. > > As for carburetors, that was a tough nut to crack when I was getting > ready to fly N56ML. I knew mixture control was important to proper > running and efficiency, which is why I was going to use a Weber carb > (since I had some and know how to tune them). Then I discovered the > Ellison Throttle Body, and they are very hard to beat. I usually fly > N891JF at about 145-150 mph. leaned way out, and burn around 3.3 gallons > per hour. That's 44 mpg! People have a hard time believing that, but > the spray bar with 50 tiny holes in it atomizes the fuel very well, and > leads to very good efficiency, and low engine deposits. And N891JF is a > very slick and aerodynamic KR2.... > > Mark Langford > m...@n56ml.com > http://www.n56ml.com > Huntsville, AL > > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet >
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