Paul,
Tom Kendall is already doing 20B intake manifolds, and

very

nicely,

too.

I have one.
[Marc Wiese]

Ken Knevel wrote:

Would be very interested in getting Tom Kendall's home or

e-mail

address

to

contact as a source for a 20b intake manifold.

Ken Knevel

I too am interested in getting info on Kendalls 20b intake

manifold.

Wade Bush

Barnhart wrote:

Sent an email to Tom with a copy of this post.  Here's what it looks

like.

Barny
MGDQ  20bt

wadebush wrote:

OK, now I'm even more interested. Whats the diameter of the three intake
openings? Any dyno/tested info? How do I contact the maker?

This would work extremely well to make room for the oil fill tube and

spark

plug access (having only three intake tubes).

Wade Bush

Tom's email address is Tom Kendall <Tom.Kendall@att.net>

Sorry guys!  I've been too wrapped up in the drudgery called "work for pay"
to have hit the list in many weeks.

Wade,

I've still got two manifolds that are not spoken for yet.  They're available
at $250 each plus $15 S&H.  Just send me payment and the shipping address
and I'll get 'em out within a day or two.  There is the third (prototype)
also, but I'm saving that for my own eventual use!

The shallow sockets for the intake runners are 2.375" in diameter.  They are
sized to take a 2" Schedule 40 aluminum pipe.  Schedule 40 because I'm a
novice welder and don't dare strike an arc on Schedule 10... especially when
it's jammed into a big hunk of heat-sucking cast aluminum manifold.

The overall dims were set up for use on a Murphy Super Rebel.  My thought
was anybody building a 20B would probably have the under-cowl space for
larger diameter single runners supplying each rotor.  Another benefit is
that the tightest elbows available will still permit using the stock
"secondary" injectors and fuel rail.  You will still need to build injector
bungs into the runners for the primary injectors.

After considerable thought, several of us concluded that with the fairly
limited power range and slow transitions required of aircraft engines (vs.
the wide power range and rapid acceleration demands of an auto engine),
using a single runner for each rotor would be perfectly acceptable, save
weight, and complexity.  The only down side is the problem with under-cowl
clearances using the fatter pipes.

Drop an e-mail if you have any more questions.

Tom Kendall

 
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