KR> INTAKE MANIFOLD VACUUM

[Virgil N. Salisbury]

Auto air pumps work in reverse. Just change the input to
get vacuum, Virg


On 1/25/2016 4:39 PM, ol' weirdo via KRnet wrote:
> Don't you fellows remember when the windshield wipers were driven by
> a vacuum motor connected to the intake manifold? Open the throttle and go
> blind. Not a good idea for an airplane.
>
> Bill Weir
> 
> This
> email has been sent from a virus-free computer protected by Avast.
> www.avast.com
> 
> <#DDB4FAA8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
> options
>

KR> INTAKE MANIFOLD VACUUM

[ol' weirdo]

Don't you fellows remember when the windshield wipers were driven by
a vacuum motor connected to the intake manifold? Open the throttle and go
blind. Not a good idea for an airplane.

Bill Weir

This
email has been sent from a virus-free computer protected by Avast.
www.avast.com

<#DDB4FAA8-2DD7-40BB-A1B8-4E2AA1F9FDF2>

KR> Intake Manifold on Black Bird

[Larry Knox]

Jeff can you send me an Email. We are planning on leaving after the first of
the year and head into Texas to look at some property at Fort Clark and
spend a couple of Months out of the rain. I would like to line up a few KR's
to look at on the trip. Thanks, la...@lebanair.com or www.lebanair.com 

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of jscott.pi...@juno.com
Sent: Saturday, November 14, 2009 7:38 PM
To: kr...@mylist.net
Subject: Re: KR> Intake Manifold on Black Bird

The same is true at certain throttle settings on my O-200.  However, one
has to ask why it runs better.  As Mark states below, carb heat improves
the fuel distribution.  However, it doesn't do that by heating the air. 
It improves distribution by disturbing the air flow, adding turbulance to
the air flow.  One can also accomplish the same thing using a turbulator
inside the induction system before the carb.  A disturbed air flow will
mix and distribute the fuel better than a laminar flow.

Jeff Scott
Los Alamos, NM


On Sat, 14 Nov 2009 17:56:58 -0600 "Mark Langford" 
writes:
> Dan Heath wrote:
> 
> >   I did run it today, taking
> > the intake air from the carb heat muff, and it is much better.  I 
> may be
> > able to tweak this manifold, to do what I want.  We will see.
> 
> Carb heat is a wonderful thing in the winter, or even fall.  I use it
full 
> time in the dead of winter, and on days like today when I took off at
38F, I 
> used it for the whole four hours of flying.  It improves fuel
distribution 
> and smooths the engine noticeably.   
> 
> Mark Langford
> N56ML "at" hiwaay.net
> website at http://www.N56ML.com
>  

Wholesale Hardwood Floors
Never pay retail again. Wholesale prices on all hardwood flooring!
http://thirdpartyoffers.juno.com/TGL2141/c?cp=u1lHxAzq4GA5Qw3m_zGFnAAAJ1A9mk
8a0luj1TJO2sh3zRLgAAQFAFAisT4AAAMlAANlcwA=

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KR> Intake Manifold on Black Bird

[Larry Knox]

Question, I am in the process of registering my KR2S and the paperwork want
to Know if I am registering as an Experimental or an amateur-built. The
experimental seems to meet closer to the plans built situation but I know
from experience that all you have to do is check the wrong box on one of
these Gov. forms and you're in for a hell of a time to get it the way you
need it. "Help" Please. la...@lebanair.com or www.lebanair.com 

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Al Hawkins
Sent: Saturday, November 14, 2009 2:08 PM
To: KRnet
Subject: Re: KR> Intake Manifold on Black Bird

You can find the castings on this page at great planes.

http://www.greatplainsas.com/scintakes.html

Look For

*Build Your Own Intake Manifold System.

*Al Hawkins
Port Coquitlam
B.C.

*
*
___
Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
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please see other KRnet info at http://www.krnet.org/info.html

KR> Intake Manifold on Black Bird

[jscott.pi...@juno.com]

The same is true at certain throttle settings on my O-200.  However, one
has to ask why it runs better.  As Mark states below, carb heat improves
the fuel distribution.  However, it doesn't do that by heating the air. 
It improves distribution by disturbing the air flow, adding turbulance to
the air flow.  One can also accomplish the same thing using a turbulator
inside the induction system before the carb.  A disturbed air flow will
mix and distribute the fuel better than a laminar flow.

Jeff Scott
Los Alamos, NM


On Sat, 14 Nov 2009 17:56:58 -0600 "Mark Langford" 
writes:
> Dan Heath wrote:
> 
> >   I did run it today, taking
> > the intake air from the carb heat muff, and it is much better.  I 
> may be
> > able to tweak this manifold, to do what I want.  We will see.
> 
> Carb heat is a wonderful thing in the winter, or even fall.  I use it
full 
> time in the dead of winter, and on days like today when I took off at
38F, I 
> used it for the whole four hours of flying.  It improves fuel
distribution 
> and smooths the engine noticeably.   
> 
> Mark Langford
> N56ML "at" hiwaay.net
> website at http://www.N56ML.com
>  

Wholesale Hardwood Floors
Never pay retail again. Wholesale prices on all hardwood flooring!
http://thirdpartyoffers.juno.com/TGL2141/c?cp=u1lHxAzq4GA5Qw3m_zGFnAAAJ1A9mk8a0luj1TJO2sh3zRLgAAQFAFAisT4AAAMlAANlcwA=

KR> Intake Manifold on Black Bird

[Mark Langford]

Dan Heath wrote:

>   I did run it today, taking
> the intake air from the carb heat muff, and it is much better.  I may be
> able to tweak this manifold, to do what I want.  We will see.

Carb heat is a wonderful thing in the winter, or even fall.  I use it full 
time in the dead of winter, and on days like today when I took off at 38F, I 
used it for the whole four hours of flying.  It improves fuel distribution 
and smooths the engine noticeably.   When I take off with carb heat 
accidently turned off, it usually doesn't take long to notice because it's 
not quite as smooth as I'm used to in the summer or with carb heat on in the 
winter.

Carb heat improves fuel economy, and EGTs get a lot closer together due to 
better mixture distribution.  When the temps get below about 75 degrees, I 
make sure I'm runing carb heat.  The upper limit on my plane is about 105F 
just behind the carb throat.  Detonation is more likely above that, due to 
the high compression I'm running.  Taking off with carb heat on in the 
summer time is a bad idea though...detonation is the likely outcome.

Mark Langford
N56ML "at" hiwaay.net
website at http://www.N56ML.com
 

KR> Intake Manifold on Black Bird

[Dan Heath]

Thanks, I have seen those, but not exactly what I want.  If I don't find
another solution, I will probably go with those.  I did run it today, taking
the intake air from the carb heat muff, and it is much better.  I may be
able to tweak this manifold, to do what I want.  We will see.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Al Hawkins
Sent: Saturday, November 14, 2009 5:08 PM
To: KRnet
Subject: Re: KR> Intake Manifold on Black Bird

You can find the castings on this page at great planes.

http://www.greatplainsas.com/scintakes.html

Look For

*Build Your Own Intake Manifold System.

*Al Hawkins
Port Coquitlam
B.C.

*
*
___
Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
please see other KRnet info at http://www.krnet.org/info.html

KR> Intake Manifold on Black Bird

[Al Hawkins]

You can find the castings on this page at great planes.

http://www.greatplainsas.com/scintakes.html

Look For

*Build Your Own Intake Manifold System.

*Al Hawkins
Port Coquitlam
B.C.

*
*

KR> Intake Manifold on Black Bird

[Lee Van Dyke]

Maybe you can send me the photos of your system and I can forward to the man 
who built the Ellison Carb.  Tom McNeely.  His the Guru at our airport.  He 
help design and build the Ellison.  He might be able to help you.

Lee Van Dyke


- Original Message - 
From: "Dan Heath" 
To: "'KRnet'" 
Sent: Thursday, November 12, 2009 3:39 AM
Subject: KR> Intake Manifold on Black Bird


Well, boys and girls.  It is going to be another beautiful weekend and the
Black Bird is officially grounded until I find a solution for this intake
problem.  I discussed it with several people at Corvair College and the net
of those discussions was that I had to do something.  I sent pics of my
system to Ellison, and they told me "your serpentine intake manifold forces
the wet mixture to negotiate two 90 degree turns before arriving at the four
into one distribution section.  Each of these 90 degree bends function as a
very efficient liquid separator, causing most of the atomized fuel emerging
from the TBI to be transformed into liquid puddles which migrate to the
cylinders as moving slugs of liquid fuel.  The liquid slugs are ingested
randomly and unevenly by individual cylinders, causing the sputtering".



Therefore, I would be a fool to not do something to change that.  Jim Brewer
has a rear drive VW with almost the same setup as mine, except that he has
room to have a straight run from the intake plenum, to the Ellison, and he
has a very smooth running engine.  I do not have the luxury of that kind of
room on top of the engine, so I am going to have to move it back down to the
underside, as most all others are.



If anyone has a "single tube" to the dual ports, type of intake that they
don't need, I am interested.  The one I really like is the one that AeroVee
puts on their heads, but they won't sell it to you unless you have their
engine, which I think sucks a bit.  I am thinking of chopping up the one
that I have to make a single tube input to the dual port, but that is a lot
of work, and I hate to mess up an intake that a turbo installation could
modify for their use.  ( it started life as a Revmaster turbo intake )



Anyway, more to come, and when I solve this intake issue for good, I will be
off to the races.



PS: My Vair did not make it to College due to some last minute issues with
the cylinders that were delivered to me.  More on that next year.



Daniel R. Heath

da...@windstream.net

See N64KR at  <http://krbuilder.org/> http://KRBuilder.org - Then click on
the pics

See you at the 2010 - KR Gathering in Richmond, Ky - I39







___
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please see other KRnet info at http://www.krnet.org/info.html

KR> Intake Manifold on Black Bird

[Barry Kruyssen]

Hi Dan

Have you thought of putting something like a Hiclone in the intake manifold
to keep the air/fuel mixed.

http://www.fuelsaver.com.au/shop/product_info.php?products_id=2&osCsid=efe28
544798ffd63723ee753c0eae660 


Regards

Barry Kruyssen
k...@bigpond.com 
RAA registered 19-3873
Australia

regards
Barry

-Original Message-
From: krnet-bounces+kr2=bigpond@mylist.net
[mailto:krnet-bounces+kr2=bigpond@mylist.net] On Behalf Of Dan Heath
Sent: Thursday, 12 November 2009 8:39 PM
To: 'KRnet'
Subject: KR> Intake Manifold on Black Bird

Well, boys and girls.  It is going to be another beautiful weekend and the
Black Bird is officially grounded until I find a solution for this intake
problem.  I discussed it with several people at Corvair College and the net
of those discussions was that I had to do something.  I sent pics of my
system to Ellison, and they told me "your serpentine intake manifold forces
the wet mixture to negotiate two 90 degree turns before arriving at the four
into one distribution section.  Each of these 90 degree bends function as a
very efficient liquid separator, causing most of the atomized fuel emerging
from the TBI to be transformed into liquid puddles which migrate to the
cylinders as moving slugs of liquid fuel.  The liquid slugs are ingested
randomly and unevenly by individual cylinders, causing the sputtering".



Therefore, I would be a fool to not do something to change that.  Jim Brewer
has a rear drive VW with almost the same setup as mine, except that he has
room to have a straight run from the intake plenum, to the Ellison, and he
has a very smooth running engine.  I do not have the luxury of that kind of
room on top of the engine, so I am going to have to move it back down to the
underside, as most all others are.



If anyone has a "single tube" to the dual ports, type of intake that they
don't need, I am interested.  The one I really like is the one that AeroVee
puts on their heads, but they won't sell it to you unless you have their
engine, which I think sucks a bit.  I am thinking of chopping up the one
that I have to make a single tube input to the dual port, but that is a lot
of work, and I hate to mess up an intake that a turbo installation could
modify for their use.  ( it started life as a Revmaster turbo intake ) 



Anyway, more to come, and when I solve this intake issue for good, I will be
off to the races.



PS: My Vair did not make it to College due to some last minute issues with
the cylinders that were delivered to me.  More on that next year.



Daniel R. Heath

da...@windstream.net

See N64KR at  <http://krbuilder.org/> http://KRBuilder.org - Then click on
the pics 

See you at the 2010 - KR Gathering in Richmond, Ky - I39







___
Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
please see other KRnet info at http://www.krnet.org/info.html

KR> Intake Manifold on Black Bird

[Dan Heath]

Well, boys and girls.  It is going to be another beautiful weekend and the
Black Bird is officially grounded until I find a solution for this intake
problem.  I discussed it with several people at Corvair College and the net
of those discussions was that I had to do something.  I sent pics of my
system to Ellison, and they told me "your serpentine intake manifold forces
the wet mixture to negotiate two 90 degree turns before arriving at the four
into one distribution section.  Each of these 90 degree bends function as a
very efficient liquid separator, causing most of the atomized fuel emerging
from the TBI to be transformed into liquid puddles which migrate to the
cylinders as moving slugs of liquid fuel.  The liquid slugs are ingested
randomly and unevenly by individual cylinders, causing the sputtering".



Therefore, I would be a fool to not do something to change that.  Jim Brewer
has a rear drive VW with almost the same setup as mine, except that he has
room to have a straight run from the intake plenum, to the Ellison, and he
has a very smooth running engine.  I do not have the luxury of that kind of
room on top of the engine, so I am going to have to move it back down to the
underside, as most all others are.



If anyone has a "single tube" to the dual ports, type of intake that they
don't need, I am interested.  The one I really like is the one that AeroVee
puts on their heads, but they won't sell it to you unless you have their
engine, which I think sucks a bit.  I am thinking of chopping up the one
that I have to make a single tube input to the dual port, but that is a lot
of work, and I hate to mess up an intake that a turbo installation could
modify for their use.  ( it started life as a Revmaster turbo intake ) 



Anyway, more to come, and when I solve this intake issue for good, I will be
off to the races.



PS: My Vair did not make it to College due to some last minute issues with
the cylinders that were delivered to me.  More on that next year.



Daniel R. Heath

da...@windstream.net

See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you at the 2010 - KR Gathering in Richmond, Ky - I39

KR> Intake Manifold - Oil cooler relocation.

[Brian Kraut]

You have probably seen mine at www.engalt.com/kr2.htm under the engine
section.  It worked good for me.  Not so sure how well it would work with
the Ellison carb.  I had the updraft Zenith which necessitated an extended
lower center section of the cowl so it was easy to run the air intake line
under the oil cooler.  I also had a separate carb and cooler inlet in the
cowl.  With the Ellison I am assuming that you have it mounted right under
the engine and don't have the cowl coming down as far as I did and would
have it behind the cooler if you mounted the cooler like I did.  Of course,
that may not be a real bad location either.  It would give you warm, but
likely not hot, air off of the cooler into the carb.  My gut feeling is that
would halp to atomize the mixture and would help reduce the chance of carb
ice without the air being so hot that it would decrease your power
noticeably.

Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com

KR> Intake Manifold - Oil cooler relocation.

[Randy Smith]

It really does not matter were the cooler is installed
as long as you have high pressure on one side and low
pressure on the other. That is the only way air will
flow threw.


The Revmaster VW I owned at
> one time used a larger 
--- "Larry H."  wrote:
Air is
> forced through it and just ends up inside
> My old Mooney has the oil cooler mounted in the face
> of the engine cowling in about the same place as
> where Mark's inlet is. The opening is rectangular to
> match the shape of the oil cooler though.  the
engine
> cowling (not ducted) on the back side of the cooler.
> I have no idea whether 
> 




Finding fabulous fares is fun.  
Let Yahoo! FareChase search your favorite travel sites to find flight and hotel 
bargains.
http://farechase.yahoo.com/promo-generic-14795097

KR> Intake Manifold - Oil cooler relocation.

[Dan Heath]

I have a GPASC intake manifold.  I have looked at the Revmaster, and it
looks like one copied the other.  I also have looked at the one on the
AeroVee site.  It looks more like what I would like to have, but they will
not sell it separately.  They say they have so much demand for the engine
kits that they can't keep all the parts in stock.  Sure!..  

Anyway, does anyone know of any other sources that I could look at.  The
AeroVee, is a single pipe coming up each side into a "log" of sorts. 

I have decided to put the carb back down under, but want to do something to
improve the carburetion.  Also, with the carb down under, has anyone also
put an oil cooler, somewhere, "not on top"?  I have a remote cooler, but
cannot find a place for it, where I can get cooling air to it.  Any pics of
an existing installation will be appreciated.

Thanks,

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2007 - KR Gathering
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC

KR> Intake Manifold - Oil cooler relocation.

[Mark Langford]

Dan Heath wrote:

>   Also, with the carb down under, has anyone also
> put an oil cooler, somewhere, "not on top"?

The second and third photos at http://home.hiwaay.net/~langford/corvair/ 
show how I mounted my Corvair oil cooler to the firewall and ran a duct to 
it.  I got the idea from Bobby Muse's plane, which has a VW engine.  I've 
since moved the inlet to a dedicated 2" diameter hole further down on the 
cowling, which works better than this setup.

Mark Langford, Huntsville, Alabama
see KR2S project N56ML at http://home.hiwaay.net/~langford
email to N56ML "at" hiwaay.net

KR> Intake Manifold - Oil cooler relocation.

[Mark Jones]

Dan Heath wrote:

>   Also, with the carb down under, has anyone also
> put an oil cooler, somewhere, "not on top"?

Dan, this is how I did mine. Very similar to Langford's.
http://www.flykr2s.com/oilcooling.html

Mark Jones (N886MJ)
Wales, WI
My Web site: http://www.flykr2s.com/
Mailto:flyk...@wi.rr.com

KR> Intake Manifold - Oil cooler relocation.

[Larry H.]

My old Mooney has the oil cooler mounted in the face of the engine cowling in 
about the same place as where Mark's inlet is. The opening is rectangular to 
match the shape of the oil cooler though. Air is forced through it and just 
ends up inside the engine cowling (not ducted) on the back side of the cooler. 
I have no idea whether this is a good or bad way to do it but it is a way. The 
Revmaster VW I owned at one time used a larger size cooler that was mounted 
below the oil pan horizontally. There was an airspace between the oil cooler 
and the bottom of the engines oil pan. I am not sure which way the cooling air 
went through the oil cooler because the cooling fins were verticle. If anyone 
is interested I will send you photos of it or they may be the same on the 
Revmaster web site, I have not looked so do not know.
Larry H.


From: Mark Jones mjo...@muellersales.com
 Intake Manifold - Oil cooler relocation.


Dan Heath wrote:

>   Also, with the carb down under, has anyone also
> put an oil cooler, somewhere, "not on top"?

Dan, this is how I did mine. Very similar to Langford's.
http://www.flykr2s.com/oilcooling.html

Mark Jones (N886MJ)
Wales, WI

KR> Intake Manifold - Oil cooler relocation.

[Phil Matheson]

Dan
Before I mounted my cooler under and behind the engine, I was going to mount 
it flat against the firewall ( or about 1 inch or so off it)and use the fire 
wall as the outlet, allowing the air to run down the firewall and exit out 
the bottom.( with a light guard)
OR
I was going to mount if on it's edge, on the firewall  running along side 
the cowl, with air inlets as I have on my cooler now, and have the outlet 
through the back edge of cowl on one side, and add exit slots like you see 
in the Vintage Car bonnet. I would seal outlet to cooler with foam, so the 
cooler would not be removed with cowl.

I would have braced the cooler to the firewall and off the engine mount.



Phil Matheson
VH-PKR
Australia
KR Web Page
www.philskr2.50megs.com
http://www.vw-engines.com/ 

KR> Intake Manifold

[Allen Wiesner]

I have another idea for attaching an intake manifold to the head.  I am only 
half done so far so I can't say how well it will work.  No photos yet either.  
I have removed the outer carb. stud flange by making a horizontal cut just 
inboard of the head manifold.  I am in the process of shaving the rest of the 
carb. flange to about 1/16" above the top of the manifold and have already 
removed the other stud ear from the outside of the manifold.  I plan to re-weld 
the carb. stud flange to the outside of the manifold by using a jig/pattern so 
thatit is in the same position that it had before, just lower.  I will then 
finish shaving the top of the manifold, including the top of the re-welded lug, 
to get a smooth mounting surface.

As I see it, this will allow me to use the standard carb. gasket, use one of 
Pat Panzera's flanges welded to a 90 degree tube, hold it on with a couple of 
cap screws, and have a reasonably low profile..

Allen G. Wiesner  KR-2SS/TD S/N 1118
65 Franklin Street
Ansonia, CT  06401-1240

(203) 732-0508

flash...@usadatanet.net

KR> Intake manifold

[Colin & Bev Rainey]

Recently I have taken the position to allow others to comment and just read, 
seeing how others have the answers, and my time being short due to the new job. 
However, this one needs a comment...

A point to remember when changing intake manifold designs is what makes what 
kind of power. Long skinny runners with gentle curves make great power in low 
to mid rpms with great throttle response, sacrificing top end power for better 
mid range and beginning rpm response, which is typical of a bone stock car.  
Larger runners with shorter lengths and straight shots to the heads make great 
power mid to high rpm, but suffer badly on the bottom end due to the lack of 
vacuum signal to the carb. Just take a look at a modern ProStock Dragster.  
They are also prone to having fuel vapor linger in the plenum chamber area 
directly below the carb, and then get swept into the next cylinder causing a 
lean rich condition at or near idle rpm.  Sharp corners, drastic changes in 
port sizes from a large plenum, big carbs and large plenums, all hurt 
performance of the chosen parts, and tend to favor just one rpm band neglecting 
the others to produce a narrow range of operation. How many of us are actually 
going to see the rpms that the changes are for: most of us Corvair and VW alike 
stay in the low to midrange rpms all the time, even on takeoff (3000-3500 rpm 
vs. redlines of 5500 to 6000 rpm).

The carb is spaced up from the turn into the head because if the turn is too 
sharp, then the air out runs the gas causing it to puddle in the plenum area 
and then get sucked into the next cylinder, rich lean surge is the result. Also 
oversized carbs tend to make the engine SLOW down at wide open throttle instead 
of speed up due to the carbs ability to give more air than the engine can 
actually use. Consult the Auto Mathbook available at any auto parts store or 
Barnes & Noble, and you can calculate the CFM requirements of your engine 
yourself and see what I mean about carb selection.  Be careful when you begin 
modifying things that 100s of hours on the dyno with way more experienced 
technicians who were being paid to spend 8 hours a day to work out the bugs on 
the engine, and its successive different versions. I don't know any of us that 
have that much free time to experiment, and frankly I want to fly.

Colin Rainey
KSFB
Sanford, FL.

KR> Intake manifold

[patrusso]

Colin
Great explanation, darn helpful knowledge, thanks!
Pat
- Original Message - 
From: "Colin & Bev Rainey" 
To: 
Sent: Monday, August 15, 2005 10:08 PM
Subject: KR> Intake manifold


> Recently I have taken the position to allow others to comment and just 
> read, seeing how others have the answers, and my time being short due to 
> the new job. However, this one needs a comment...
>
> A point to remember when changing intake manifold designs is what makes 
> what kind of power. Long skinny runners with gentle curves make great 
> power in low to mid rpms with great throttle response, sacrificing top end 
> power for better mid range and beginning rpm response, which is typical of 
> a bone stock car.  Larger runners with shorter lengths and straight shots 
> to the heads make great power mid to high rpm, but suffer badly on the 
> bottom end due to the lack of vacuum signal to the carb. Just take a look 
> at a modern ProStock Dragster.  They are also prone to having fuel vapor 
> linger in the plenum chamber area directly below the carb, and then get 
> swept into the next cylinder causing a lean rich condition at or near idle 
> rpm.  Sharp corners, drastic changes in port sizes from a large plenum, 
> big carbs and large plenums, all hurt performance of the chosen parts, and 
> tend to favor just one rpm band neglecting the others to produce a narrow 
> range of operation. How many of us are actually going to see the rpms that 
> the changes are for: most of us Corvair and VW alike stay in the low to 
> midrange rpms all the time, even on takeoff (3000-3500 rpm vs. redlines of 
> 5500 to 6000 rpm).
>
> The carb is spaced up from the turn into the head because if the turn is 
> too sharp, then the air out runs the gas causing it to puddle in the 
> plenum area and then get sucked into the next cylinder, rich lean surge is 
> the result. Also oversized carbs tend to make the engine SLOW down at wide 
> open throttle instead of speed up due to the carbs ability to give more 
> air than the engine can actually use. Consult the Auto Mathbook available 
> at any auto parts store or Barnes & Noble, and you can calculate the CFM 
> requirements of your engine yourself and see what I mean about carb 
> selection.  Be careful when you begin modifying things that 100s of hours 
> on the dyno with way more experienced technicians who were being paid to 
> spend 8 hours a day to work out the bugs on the engine, and its successive 
> different versions. I don't know any of us that have that much free time 
> to experiment, and frankly I want to fly.
>
> Colin Rainey
> KSFB
> Sanford, FL.
> ___
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KR> RE: KR intake manifold...

[paulw...@webtv.net]

Hi;
Do any of you guys have a single port type intake manifold system for
1834cc VW engine in your surplus stockpile you'd like to get rid of? If
you do, set a fair price
and I'll buy it.

I have the Dragonfly system which won't fit the KR.

Paul 
KR2s primed, engine hanging.




http://community.webtv.net/paulwasp/paulwaspspad

KR> RE: KR intake manifold...

[paulw...@webtv.net]

Steve;

I wanted to send this privately but your email address came back
undeliverable.

If you could take a pic I'd appreciate it. Make sure it's for the Kr. Is
$50 okay?

Sorry, Guys, I did try to send this privately. 

Paul Gangemi
1029 E. 25th St.,
Erie PA   16503