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I removed the screw from the bottom of the carb vacuume port and installed a hose with a spring clamp. The hose that comes with the kit has a very thick wall, once installed it has to be cut to remove. That's a good thing as loosing the hose off of the vacuume port would result in some power loss and a lean condition, not good but there is not much of a chance of that happening with the grip it has. Routing it away from heat sources is probably more important. The air chamber is brass and fairley heavy. I mounted it in double adel clamps for support. I mounted the controller and ran all the hose then went for a flight.

I have to say that I was really pleased with the way it performed. First I wanted to be able to lean for takeoff at high density airports. I was able to do this. You do need to go rich before reducing power though as when I pulled the power back and the carb transistioned to the needle jet the engine went too lean. It didn't quit but the power was reduced quite a bit. I expected it to work that way and it did. I started a climb at full power and kept the leanest cylinder at around 1240 degrees EGT. When I leveled I went back to full rich and set cruise power. I like 2650 RPM. By the time the speed settled down I had a TAS of 113 Knots with a density altitude od 6250 and an RPM of 2690. The fuel flow was 5.8 GPH and my leanest cylinder was at1298 degrees. I leaned that cylinder to 1350 degrees and got a fuel flow of 5 GPH and the speed picked up to 116 Knots TAS. My richest cylinder went from 1177 to 1243. In a perfect world they would all be between 1300 and 1328 and I think that fuel flow would be around 4.5 to 4.8 at 112 to 116 Knots. That's my ultimate goal but I'm in no hurry to get there. To make that happen I need to figure out a way to get my number 5 cylinder about 65 degrees richer. I understand the new intake system is much better and I may end up with one.

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