KR> Progress
Chris, I am using the Innovate Digital MTX obtained from Jegs Performance. I have tried other AFR gauges, but these were not suitable for the aviation application. Prices vary along with data logging and other bells and whistles. If you burn 100 LL, expect to replace the O2 sensor every 100 hours or so due to lead clogging. http://www.jegs.com/p/Innovate-Motorsports/Innovate-Motorsports-Digital-MTX-Wideband-Gauge/1558858/10002/-1 Whatever mixture meter you decide on, highly recommend you get it as a system with O2 sensor, computer and display from one vendor, brand and model. Don't forget the correct bung to weld into your exhaust pipe. I put on a Mixture Meter forum at the Gathering each year and also at AirVenture. Won't make the Gathering this year - Chino just to far for me - but definitely will be at Oshkosh. Sid Wood smwood at md.metrocast.net Tri-gear KR-2 N6242 Mechanicsville, MD, USA - Original Message - Sid, What mixture meter are you using? Thanks Chris Gardiner - My Zenith on the 2180 VW does go rich to lean from idle to WOT. I have a Mixture Meter that shows this in real-time and can dial in the mixture from the cockpit as needed. The knob in the cockpit is connected to the needle valve on the carb by a VW speedometer cable. As far as I can determine, the Zenith I am using has only two jets: an idle jet with a screw adjustment and a run jet with a screw adjustment. The run jet is the one that I am adjusting from the cockpit mixture control knob. This set up works fine for me. I figure: It ain't broke, so I don't need to fix it. In my company of one, I am putting the design engineer on furlough and turning the flight testing over to the test pilot and flight test engineer. >> >> Sid Wood --
KR> Progress
My Zenith on the 2180 VW does go rich to lean from idle to WOT. I have a Mixture Meter that shows this in real-time and can dial in the mixture from the cockpit as needed. The knob in the cockpit is connected to the needle valve on the carb by a VW speedometer cable. As far as I can determine, the Zenith I am using has only two jets: an idle jet with a screw adjustment and a run jet with a screw adjustment. The run jet is the one that I am adjusting from the cockpit mixture control knob. This set up works fine for me. I figure: It ain't broke, so I don't need to fix it. In my company of one, I am putting the design engineer on furlough and turning the flight testing over to the test pilot and flight test engineer. Sid Wood smwood at md.metrocast.net Tri-gear KR-2 N6242 Mechanicsville, MD, USA -- > Sid, does your engine go very rich at mid to low throttle settings? > Mine with the Zenith carb was good at idle and full throttle, but went > very rich to the point of fouling plugs at mid range. I didn't know > what was going on until I installed the mixture meter then I could > compensate for it. Spoke to an engineer at Zenith and he told me that > the part number for that carb was the generic one not tuned for a > particular engine and there was a jet in it that should be a little > bigger to even out the mixture across the whole throttle band. > > Brian Kraut > > Original Message > > > Made the first ground engine run after: the engine re-location (to > adjust > CG), installing new RevMaster oil cooler, oil pump (to control high oil > temps), moving the fuel pump (to fix vapor lock) and adjusting the > Zenith > carb. After an eight-month stand-down the 2180 VW fired off on the > fourth > blade; runs smooth and strong. After a little warm up idle can be set at > > 600 RPM, but shakes a lot. 700 RPM is much smoother. OAT was 57 F & RH > about 95%. Carb was making ice at 28 F. Carb heat works well. Cabin heat > > off the oil cooler works good. Mixture Meter works good. Have 6.9 hours > TT > on the engine. > And no leaks!!! > Need to finish the cowl, do another W & B, sign off the condition > inspection > and get on with Phase I flight testing. > > Sid Wood >
KR> Compression
GP minimum recommended octane is 92 for the 2180 VW. Does not matter which, autogas or 100LL, as long as you use 92 octane or higher. Then there is the lead deposit issue with 100LL and the Ethanol issue with the autogas. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA > Doran, > I don't think you'll find an absolute answer to that. But if you want to > run autogas from the pump, you need to have a lower compression ratio > somewhere around 7.5:1. Higher compression ratios are fine, but you need > to run 100LL. I believe 8:1 is normal for a GP engine. > > Rob Schmitt > Revmaster 2100D > KR2S > N18562Z > > Hello folks, I need to call Great Plains and get the manual sent to me but > in the meantime does anybody know if the recommended compression for the > 2180 conversion? > Doran >N186RC > ___ >
KR> Pictures
I have over 24,000 hits on my website and the hit meter is steady climbing. I am still adding pictures for changes to the airplane. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA > > I was playing around with my pics on flicker and noticed most of them were > set as private. So I figured out how to change them to public. I also saw > how many views I had. WOW! Thanks for visiting. Sorry about all the inside > spar pictures. There for my DAR. > > My email is working : ) Thanks Mark > > Pictures > https://m.flickr.com/#/photos/ppau > > Paul Visk
