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<DIV><FONT face=Arial size=2>Diaphram operated fuel pumps made by OS ( Hanno,
140 RX, 91 SH <Perry?>) are self regulating in that output is proportional
to RPM, proportional to need. These pumps can be adapted to any 90 to 160 two
stroke with JB Weld and without maching skills. The tank is vented and there is
no pressure in the system.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>I have had impeccable performance using these pumps
on the OS91FX for the last four years. I believe the logic in the circulating
systems is
flawed.
Nat</FONT></DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=vicenterc@comcast.net
href="mailto:vicenterc@comcast.net">vicenterc@comcast.net</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A> ; <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Sunday, March 05, 2006 12:22
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: [NSRCA-discussion] Fuel
Regulation in 2C Engines</DIV>
<DIV><BR></DIV>
<DIV>Hi Brian,</DIV>
<DIV> </DIV>
<DIV>You got it right. In the OS 160 we would like to set up the
pressure in the header before the carb as close as possible to the original
design (muffler pressure with tank close to firewall). In this way, the
carburetor metering system will work as was originally designed. I will
be doing some test and see what will work better. </DIV>
<DIV> </DIV>
<DIV>The expert at Perry recommended to send the overflow to the
tank. However, I agree that loop around the fuel pump could work since
that is one old method to control pressure in industrial pumps. </DIV>
<DIV> </DIV>
<DIV>Vicente</DIV>
<DIV> </DIV>
<BLOCKQUOTE
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">--------------
Original message -------------- <BR>From: brian young
<brian_w_young@yahoo.com> <BR>
<DIV>So I guess the thinking behind doing this is that you deliver the
fuel to the carb and its there for the carb to take. But the fuel at the
carb nipple will only be under atmospheric pressure (since the tanks
vented), anything extra is free to go back to the tank. The venturi affect
of the carb will draw the fuel into the carb. I dont see why you would need
to go clear back to the tank, just loop around the pump. </DIV>
<DIV> </DIV>
<DIV>This sounds like it could take the variability of pumps out of the
equation and at the same time let the pump deliver fuel to the carb, but not
push fuel into the carb.</DIV>
<DIV> </DIV>
<DIV>Interesting.<BR><BR><B><I>Wayne Galligan
<wgalligan@texasairnet.com></I></B> wrote:</DIV>
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<DIV><FONT face=Arial size=2>Vincent,</FONT></DIV>
<DIV>! <FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>I wonder if this "T" setup would work on an
OS 1.40. I already use the check valve in the vent so a couple of
"T's" and maybe I would be in business. Would you have to change the
pump pressure?</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Wayne Galligan</FONT></DIV>
<BLOCKQUOTE
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=vicenterc@comcast.net
href="mailto:vicenterc@comcast.net">vicenterc@comcast.net</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">nsrca-discussion@lists.nsrca.org</A>
</DIV>
<DIV style="FONT: 10pt arial"><B>Sent! :</B> Sunday, March 05, 2006 8:19
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> [NSRCA-discussion] Fuel
Regulation in 2C Engines</DIV>
<DIV><BR></DIV>
<DIV>
<DIV>
<DIV>Good morning all,</DIV>
<DIV> </DIV>
<DIV>I have been using the OS 160, OS 140 RX and Mintor 140 with good
results in the last 4-5 years. We have been comparing and
discussing the advantages of YS compared with 2C. One of the
main advantages of YS is that in transition when power down the engine
goes instantly to 2000 RPM or less. The 2C engines always takes
too much time to get down to idle and I believe that causes us (in
pattern) some problems. </DIV>
<DIV> </DIV>
<DIV>I have been thinking that the problem is that the carburetor and or
fuel system that can not regulate properly (pressure or flow). I
think in these engines, the pumps are set to deliver fuel at full flow
(or pressure) without any regulation system (like the YS). !
I had the opportunity to discuss this issue with Perry Pump and they
recommended to install a by-pass line. The idea is to send the
excess fuel (pressure) back to the tank during transition. Perry
Pump recommended to install the T as close as possible to the carburetor
needle valve. Also in their web site they have an idea that he
said is used for cars that is a by-pass line that loop around the pump
(<A href="http://www.perrypumps.com/instructions.htm"
target=_blank>http://www.perrypumps.com/instructions.htm</A>,
Click on Pump and By-Pass Systems). I think the ideas deserve some
checking since it is natural to have this type of regulation to maintain
constant pre! ss! ure in the line before needle valve. I
tried the other day the by-pass to the carburetor but I installed the T
too far from the carburetor and forgot to open the vent in the
tank. Of course the results were bad since I was
developing vacuum in the tank. I wi! ll try these options of
by-pass lines as soon as get warmer. However, I think someone out
there already tried to do this and know results so I am looking for feed
back.</DIV>
<DIV> </DIV>
<DIV>Thanks in advance,</DIV>
<DIV> </DIV>
<DIV>Vicente Bortone</DIV>
<DIV> </DIV></DIV></WMFILTERED></DIV>
<DIV>
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