GAMIjectors

wrote in message
...
On Fri, 7 Sep 2007 11:16:54 -0600, "Jon Woellhaf"
wrote:

"Newps" wrote
...
This years compression check...every cylinder 80/80.

How is that possible?


real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.


Kinda hard to have a wet top end in a Continental 520/550, isn't it?

On Fri, 7 Sep 2007 19:12:45 -0700, "Matt Barrow"
wrote:


wrote in message
.. .
On Fri, 7 Sep 2007 11:16:54 -0600, "Jon Woellhaf"
wrote:

"Newps" wrote
...
This years compression check...every cylinder 80/80.

How is that possible?


real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.


Kinda hard to have a wet top end in a Continental 520/550, isn't it?


uh, no.

Scott Skylane wrote:

Newps wrote:



Jon Woellhaf wrote:

"Newps" wrote

...
This years compression check...every cylinder 80/80.




How is that possible?





My superior engine management techniques.


If you plug the compression tester into the cylinder, but forget to open
the shutoff valve, both gauges read "80".




Only one would on the ones I've used.

wrote in message
...
On Fri, 7 Sep 2007 19:12:45 -0700, "Matt Barrow"
wrote:


wrote in message
. ..
On Fri, 7 Sep 2007 11:16:54 -0600, "Jon Woellhaf"
wrote:

"Newps" wrote
...
This years compression check...every cylinder 80/80.

How is that possible?


real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.


Kinda hard to have a wet top end in a Continental 520/550, isn't it?


uh, no.

Okay...so I'm misunderstanding a wet top end. Still, you inferred the
accusation that Newps was faking his compression levels, so put up or shut
up.

On Sep 7, 7:54 pm, wrote:
On Fri, 7 Sep 2007 11:16:54 -0600, "Jon Woellhaf"

wrote:
"Newps" wrote
...
This years compression check...every cylinder 80/80.

How is that possible?

real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.

TC

Never yet have I seen any 80/80 cylinder, and I do this full time.
Most of those gauges are off a little, and if they're not calibrated
they're not accurate. The highest I ever see is 79/80. The ring gaps
alone will ensure some readable leakage. If the gauges are accurate
and they read 80/80, then the orifice inside the tester is too large
and he's not getting enough pressure drop. There are two sizes of
those things, for small and large engines. Your mechanic might be
using the wrong one.

Dan

...
This years compression check...every cylinder 80/80.

How is that possible?

real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.

TC


Never yet have I seen any 80/80 cylinder, and I do this full time.
Most of those gauges are off a little, and if they're not calibrated
they're not accurate. The highest I ever see is 79/80. The ring gaps
alone will ensure some readable leakage. If the gauges are accurate
and they read 80/80, then the orifice inside the tester is too large
and he's not getting enough pressure drop. There are two sizes of
those things, for small and large engines. Your mechanic might be
using the wrong one.

Dan

It is not unreasonable to expect the dime store quality gauges used in
these testers to be off 1-2% or more. So, a reading of 80/80 seems quite
possible. The "true" pressures may be a bit different.

I would not get crazy over the small error/difference in one reading.
Trends seem to matter more as a measure of a cylinder's health.
Mike

Matt Barrow wrote:




real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.


Kinda hard to have a wet top end in a Continental 520/550, isn't it?


uh, no.


Okay...so I'm misunderstanding a wet top end. Still, you inferred the
accusation that Newps was faking his compression levels, so put up or shut
up.


I'm assuming a wet top end is an engine tested that just got done
flying. My engine was cold, the mechanic towed it over to his side of
the T hangar building that morning so all cylinders were 60 degrees F

On Thu, 6 Sep 2007 15:11:55 -0500, "Dan Luke"
wrote:

Has anybody here put GAMIjectors on their LYC. TIO-540? If so, how did you
like them?

I have them on my Lyc IO-360. I am currently on my fourth iteration.
Each time I did a lean test, it was not adequate, so I emailed the
results to GAMI who then sent one to three new injectors to try. My last
test resulted in three cylinders peaking close together with #2 off, so
that was just replaced. I haven't yet checked the lean test with my new
#2 but I really hope it does the trick. This has been a bit frustrating
and has taken almost a year.

Having said that I am happy with the service from GAMI, and I still
believe they are a good idea.




randall g =%^) PPASEL+Night 1974 Cardinal RG
http://www.telemark.net/randallg
Lots of aerial photographs of British Columbia at:
http://www.telemark.net/randallg/photos.htm
Vancouver's famous Kat Kam: http://www.katkam.ca

"randall g" wrote:

Has anybody here put GAMIjectors on their LYC. TIO-540? If so, how did you
like them?

I have them on my Lyc IO-360. I am currently on my fourth iteration.
Each time I did a lean test, it was not adequate, so I emailed the
results to GAMI who then sent one to three new injectors to try. My last
test resulted in three cylinders peaking close together with #2 off, so
that was just replaced. I haven't yet checked the lean test with my new
#2 but I really hope it does the trick. This has been a bit frustrating
and has taken almost a year.

Ouch. I have 50% more cylinders, so it ought to take 18 mos. to get mine
right.

Having said that I am happy with the service from GAMI, and I still
believe they are a good idea.

Thanks.

--
Dan
T-182T at BFM

"Newps" wrote in message
. ..


Matt Barrow wrote:




real simple with a wet top end and tight valves. a clapped-out R-985
will read 80/80 right up to the point when it reads 0/80 instead.


Kinda hard to have a wet top end in a Continental 520/550, isn't it?


uh, no.


Okay...so I'm misunderstanding a wet top end. Still, you inferred the
accusation that Newps was faking his compression levels, so put up or
shut up.


I'm assuming a wet top end is an engine tested that just got done flying.
My engine was cold, the mechanic towed it over to his side of the T hangar
building that morning so all cylinders were 60 degrees F