Hey Zag, you ought to check out
http://www.msefi.com
a home built EFI system that will cost
you about $200 to put together, a whole
bunch less money than a SDS, and now
the MSII daughter card  is out for ignition
control and boost retard, Ohh did I mention
it's laptop programable and is all open source
code, and the software is all free, including
the data logging program

Wild

Hey thanks to "Wild" and Elburro
    The tips on the fuel injection is great stuff wish I had it a year ago. Injection is really the answer for alot of what we get into, especially when you involve turbo or super charging like "Wild" has. My hat is really off to "Wild" for putting together an injected turbo combo that works off road, it had to be a challenge, I'd love to know more about it.
    By the same token I still like my carbs for simplicity adn tunabiltiy that I really understand. Got thhe engine off tonight and pulled the cam. "Wild" was right i had it bang on the timing marks. Now it's waiting till I get the split duration cam. I really think it will solve the problem I've got.
    Sorry I didn't get the pics on I will try for tommorow night.

Thanks to all.
Zag

I have a web page setup that goes thru
the basic buildup, the pitfalls and sucess

http://wildcatent.freeyellow.com/zookmods

The prop doesn't turn 6000rpm. I use a psru that I designed, it uses a gates polychain belt, 11.25 offset and a 2.222:1 ratio.
    So in the end the engine turns 6000 rpm but the prop only turns 2700rpm.
    The hardest part of building the psru was working out the math and the forces on the upper spindle are wild. When you work out the centrifical force from the rpm, add a maximum 4g bump/turning load factor, the spinning prop creates 2894 pound of torque loading (approx I'm going from memory), now ad a minimum 50% safety factor. It's mean.
    You need to keep the prop speed to a max of .78 mach tip speed to maintian efficency so thats why the psru.
    Remember all that high school math we thought we ould never use...I found a use for it.

Thanks Zag

Yeah been there done that sounds like the Harley drive belt conversion. It works well but the belt can change with environmental changes , add it to your preflight . What airframe are you or did you fly it on?. and we are getting great performance from smaller props turnin around 3k direct drive on our corvair convesions. I am building a Kr2 with my dad, his second.

Thanks
Wayne

Thanks for all the replies guys...
    The engine is now off waiting for the new camshaft.
I'm sorry I haven't got the pictures up but I can't figure out how to paste them in. (I'm not the most computer literate) But will keep trying till I get it.
    Zukizzy...thanks for the comment on the belt drive. We don't run into the tempature problem with the belt. The belt is different stuff than the Harley style so it's doesn't change, but what does shange with running temp is the pulley diameter. As the Aluminum pulleys get warm they expand a few thou...wiped out an upper shaft figuring that one out. We have compensated and added a tensioner system to keep everything right. KR2 is a neat airplane (single place if I'm in it) flown in a couple. You're probly familar with William Wynne |removethispart|@ flycorvair.com. I can honestly say he seems to be one of the very few good sources of info on auto conversions for aircraft.
    "Wild" I really enjoyed your web page, neat sytem you built, I lot of work and thought in that one. The info on the Mega Squirt is great, I'm too far down the road on this one but I can see it would be good for the 16v. Wish I had known earlier.

Gotta go, but I will keep working to get the pic's up

Zag

Thanks for all the replies guys...
        Zukizzy...thanks for the comment on the belt drive. We don't run into the tempature problem with the belt. The belt is different stuff than the Harley style so it's doesn't change, but what does shange with running temp is the pulley diameter. As the Aluminum pulleys get warm they expand a few thou...wiped out an upper shaft figuring that one out. We have compensated and added a tensioner system to keep everything right. KR2 is a neat airplane (single place if I'm in it) flown in a couple. You're probly familar with William Wynne |removethispart|@ flycorvair.com. I can honestly say he seems to be one of the very few good sources of info on auto conversions for aircraft.
   
Gotta go, but I will keep working to get the pic's up

Zag

Zaggy yes I know william and have been to a few corvair Colleges he calls em. everyone could learn a few things about reliability from him as well as doning more with less. that is why I choose a zuk to wheel instead of a Heep. I like going places they say I can't, and flying 180 mph behind a VW.

thansk
Wayne

See results of cam change under "Pics of Zaggys engine"

Zag