And don't forget that you'll need the new oil sump to go with it. The
air intake tubes run outside the sump instead of inside. Probably a
small gain there. 2 into 2 will fit a stock sump, 4 into 1 needs the
modified sump. Another advantage is that you can mount the injector
body pointing forward instead of down to get a little more ram-air
effect. Seems there were some issues regarding landing gear as well,
with the 4/1 installation favoring spring gear. Perhaps someone who's
done it can comment. when I looked at everything that had to be
changed and the cost, I went to a 2/2 crossover. If you go that route,
remember that the narrower pipes will give you more useful power at
lower rpm. The larger diameter pipes will give more hp, but at a
higher rpm. If you can keep it in that range with a T you should be
OK, by an S seems to die at low rpm.

In article <94o7pe$au5$1@bcarh8ab.ca.nortel.com>,
petera@nortel.ca (Peter Ashwood-Smith) wrote:
> >I'm curious if anyone out there that has installed a 4-1
> >exhaust on their aerobatic aircraft can tell me if they
> >noticed dramatic results? In particular, I'm curious how it
> >affected any Lycoming IO-360's.
> >
> >If you noticed an increase in power, did you notice it at
> >all power settings, or just at high RPM / power settings.
>
> If I remember correctly Chris Pulley has one on his Pitts
> S-1T. You can email him directly at cpulley@compuserve.com
> If you can get RPM/Manifold pressures from him I can give
> you them from my stock T and you could at least get a rough
> comparison. Not sure if he ever ran it with a stock
> 2:1 cross over before getting the 4:1. Sure looks cool
> with that big exhaust pipe out the bottom and the
> sharks gill style vents he has. Nice plane.
>
> I'd be interested in the results of your inquiries for
> obvious reasons ;)
>
> Cheers,
>
> Peter Ashwood-Smith
> Pitts S-1T C-GZRO
> --
>


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