whee wrote:

nefj40 wrote:Hey whee, I kind of remembered you going with the IO-360. I know Todd personally and actually just drove by his house an hr. ago. I think I'll go pick his brain. From everything that's been posted so far, I'm leaning towards going with this Cont. If it starts looking like I'll have to run straight 100LL or starts to look a little too complex for me to install I may just fall back on my original Lycoming plans.

Cool that you know Mr. Peterson. Really a nice guy.

I hope to install a IO-240 in a Luscombe at some future date. Hopefully it works out and you go down this road first[emoji16]

Not that it matters, because the motor is on it's way to me right now, but it was one of the TMX motors that Mattituck was building right before they closed up shop. I originally thought is was a new certified Continental.

I spent a couple hours at Todd's yesterday afternoon. I learned quite a bit and got some good advice. Now all I have to do is actually complete my build.

Any key takeaways from your conversation with Peterson? I look forward to seeing how your build turns out.

A few points....
If you're running a small header tank don't run the return to it, you end up running hot fuel into the header which warms that fuel up. At some point do to extended ground ops you might be pulling hot fuel out of the header and pushing it into an even hotter environment (engine.) It's best to avoid getting into that situation.....Stay away from 90* fittings in the fuel system. You can consider a 90 as nothing more than a restriction. Two 45s are even better than a 90, and the best is a gentle curve out of tubing.....Don't skimp on fuel line size.

We talked about a lot of other things but those were some tidbits that stuck in my mind.

nefj40 wrote:A few points....
If you're running a small header tank don't run the return to it, you end up running hot fuel into the header which warms that fuel up. At some point do to extended ground ops you might be pulling hot fuel out of the header and pushing it into an even hotter environment (engine.) It's best to avoid getting into that situation.....Stay away from 90* fittings in the fuel system. You can consider a 90 as nothing more than a restriction. Two 45s are even better than a 90, and the best is a gentle curve out of tubing.....Don't skimp on fuel line size.

We talked about a lot of other things but those were some tidbits that stuck in my mind.

Cool, thanks for sharing.

Ya hear that @akschu, no small header thanks

Just a little tidbit to add. The engine showed up today and it's beautifuullll. Anyway, there happens to be a big stack of manuals, break-in procedures etc. Just about the first thing I grabbed was a stapled together pile titled TMX Experimental Engine Series FAQ's, third question down....

Can the TMX Series of engines be operated on automotive fuel?

Yes, all of the TMX experimental series of engines, that use compression ratios below and including 8.5:1, can be operated on fresh automotive fuel that meets spec ASTM D-4814 and has a minimum 91 octane rating. The use of automotive fuel that is blended with ethanol or alcohol is not permitted. Engines that have been modified to use higher than standard compression ratio pistons or that are using electronic ignition that advances the ignition timing past standard specifications are not recommended to use mogas. Although the use of 91 octane automotive fuel will work in these engines, that practice should be limited and isn't endorsed.

That's straight from Continental/Mattituck. Procede at your own discretion.

Oh, nothing wrong with running a header tank. Todd just really stressed not to run the return to it, that it should go back to a wing tank.