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Left rear. Left front is the second highest. I have one style TC on the left and a different style on the right.

Could it be the uneven EGT's are contributed to by uneven mixture caused by the elbo at the input of the carb?

BRS wrote:Could it be the uneven EGT's are contributed to by uneven mixture caused by the elbo at the input of the carb?

Could be, but it was like that when I had the RC-1980 filter too. It met it's demise as part of my conversation to the church of safety wire and other positive retention.

I wonder if we have a minor intake leak on the hot EGT cylinder. I'm going to reseal the intake.

Bryan Cotton wrote:I wonder if we have a minor intake leak on the hot EGT cylinder. I'm going to reseal the intake.

Intake resealed, no real change. Now I wonder if I have a tight exhaust valve on cylinder 1.

Cross posted with the other thread - symmetrical-ish inlets.

Here is my splitter from the air inlet:

Here it's half installed.



Installed:


Left rear EGT still went thermonuclear. So I blocked off the original inlet and tried again.


Showed improvement, but still 1440 at WOT and full rich.

Just to tie the two threads together, I ultimately figured out a solution to the high #1 EGT:
viewtopic.php?f=7&t=7674

One thing I've noticed over the years is greater RPM at high density altitudes. I've always assumed it is because of the thinner air causing less load on the prop. I first noticed this in a tired 65hp J3 in south Florida years ago that would go over redline in the heat of the summer, though I struggled to get over 1000' AGL.

Yesterday it was 85F, and I was seeing 3350 RPM in climb. I've never seen it that high before. Performance was diminished overall due to DA but I was getting everything the AeroVee was capable of giving. For me the fresh air induction has been a real boost.

I am currently running both inputs into the filter.

Hi Bryan,

I glad you are happy with the "Cold Air Induction". I'd like to piggy back onto your post with some info that surprised me while considering this same topic.

First, I was surprised at the volume and velocity of the incoming air charge. Check my math but I think this is right.

2180 cc -> 133 cid

Since every other down stroke is an intake stroke, 133 -> 66 cubic inches of intake per rev.

Assume a volumetric efficiency of about 0.7 and 66 -> 46 cubic inches per rev.

At 3400 RPM -> (3400/60) * 46 -> 2600 cubic inches of air per second.

For a single 2" scat that goes to 2600/Pi inches per second velocity in the scat. That's 830 inches per second or close to 50 mph.

That's a lot faster than I would have thought. I think that, and the pulsing nature of the intake, is the reason that a sealed cold air intake, like you built, is needed to realize the benefit.

And the potential benefit is the ratio of the absolute temperature of the incoming charge. If you assume under the cowl temperature is 50 Deg. F hotter than an outside ambient of 85 deg F, that amounts to ~ (459+85+50)/(459+85) = 1.09 or approximately 9%.

I also think cooling the aero-injector from the inside out helps with the burps :-)

Wes.