K-Jet /PIC hybrid

[Brian Michalk]

I'm looking at my flapper valve housing right now.  I know you are not
planning to use the fuel distributor, but others have wondered how to
actuate the plunger in the distributor.

If one wanted to do away with the flapper on the KE, it looks like you could
put the housing on a hacksaw and nicely remove the bowl portion of the
assembly.  You are left with a nice place to mount the fuel distributor, and
a lever suitable for connecting to your throttle linkage.  At the end of the
arm the travel is a bit excessive at about three inches, but that could be
trimmed down.

 Brian Michalk  <http://www.awpi.com/michalk>
Life is what you make of it ... never wish you had done something.
Aviator, experimental aircraft builder, motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and SINGLE!


> -----Original Message-----
> From: owner-diy_efi at diy-efi.org [mailto:owner-diy_efi at diy-efi.org]On
> Behalf Of The Punisher
> Sent: Monday, April 23, 2001 6:05 PM
> To: diy_efi at diy-efi.org
> Subject: RE: K-Jet /PIC hybrid
>
>
> 'Wacky' was probably quite harsh. And considering when it was
> produced its
> not a bad idea. It does however look to be restrictive. Youre CAM
> idea was
> interesting.thats a slightly different method that I had in mind, but is
> still interesting in its simplicity.
> as far as constant flow VS. timed goes for absolute max HP, just
> look at Top
> Fuel dragster, last I heard they are over 6000 hp on a 500 cube engine.
> I know this can work, and will work on it seriously in the coming months.
> I DO plan radical cam timing and so the low rpm area will probably be
> alpha-n then mixing into MAF or MAP as rpm's increase and airflow
> gets high
> enough to measure more accuratly. But being programmed on a pic
> or avr would
> open up the possibility of somebody else using whatever control method he
> wants, without trying to reverse engineer a system thats not
> intenended to
> be messed with.
>
>
>
>
> >I'm certainly very interested in what the original poster uses to actuate
> >the plunger in the fuel distributor.  I glanced at this years ago, and
> >came away uncertain that I could build a servo-based mechanism that could
> >be fast and accurate enough.  I never considered the airflow sensor to be
> >all that "wacky".  It was a very nice design for what it did, and it was
> >used very successfully on some very powerful engines (Porsche 930 Turbo,
> >Ferrari 308GTBi), and operated very simply and reliably.  It's primary
> >failing was a high sensitivity to cam overlap, requiring you to get
> >power with displacement rather than extreme cam timing and revs.
> >
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