KR> Additional testing data with P-mag timing

Jeff, Very nice reporting on the methodical testing that you have been doing on the P-mag timing. Noting oil temperature, CHT, EGT, MAP, etc. does provide lots of info. However there is one parameter that you have not noted: What is the mixture setting? A Mixture Meter would instantly tell

KR> Additional testing data with P-mag timing

What would also be beneficial would be to open up/control the airflow on the barrel section of you cylinders (short steel fins) as this has a direct impact on oil cooling. Paul. -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Paul & Karen Smith Sent:

KR> Additional testing data with P-mag timing

Have you considered the oil tank shrouds they used to fit to Cessna 120-140s? http://www.cessna120-140.org/forum/files/intercylinder_oiltank_baff_247.pdf Go to page 8 for the tank shroud description. Paul.

KR> Additional testing data with P-mag timing

Emag/Pmag uses manifold pressure and RPM to determine the spark advance depending on which ignition profile is selected. ?Manifold pressure tells it how much you are asking of the engine, so when you throttle back or are at high altitudes, the manifold pressure is way down and the ignition will

KR> Additional testing data with P-mag timing

Jeff, You wrote: << However, the additional timing advance will allow you to save fuel by burning more of it in the cylinders and less of it in the exhaust, especially if you fly throttled back or at high altitudes. >> Your post begs the question: How do it know we "fly throttled back or at