system would work for leaning manually. Lectron was the first to my knowledge to SUCCESSFULLY produce a complete single needle system

carb

that actually worked.

Isn't a Zenith/Stromberg CD or SU's single needle? My Lotus Europa

runs > fine on 175CD's since 1974 with a bit of needle

and damper oil tweaking;-) -K

NO. The Constant velocity carb is a different animal. They use the piston and vacuum chamber to handle all kinds of midrange duties, but the

top

end is controlled by the main jet. Many types use pilot and main

jets.

The Lectron is a single needle controlling from idle to WOT. The Lectron isn't a CV type, it is a slide throttle carb.

Bill, thanks for the info;-) Can someone if they have these take a few pic of the metering rod setup
in this carb.
I was wondering if they were density and altitude compensating. Here is
a good write-up. But I wonder how wide a range the carb has. http://www.fastbygast.com/Catagories/products/Description/How%20it%20works.asp
Sort of pic's of the metering rod. http://www.fastbygast.com/Catagories/products/Description/initial_metering_rod_setting.asp http://kawtriple.com/mraxl/carb/lectron/lectron_tuning.htm
Interesting read. http://www.on-dunes.com/forums/printthread.cfm?Forum=99&Topic=1210
-k

K,
If you see a picture of the Lectron needle it won't well you much. The
contours
are so small the differences are hard to see by just looking at the
needle. If you
have the needle in your hand and have a straight edge to put on it you
can see
the curvature, but it is very small. In the comments I made to Paul, I
commented
that Lectron had patents on the equipment to grind the needle. It
appears that
they even have patents on the contoured needle itself.
FWIW to achieve success in tuning an engine, or in another area, like
and electrical
circuit you must KNOW some of the background or physics of the event you
are trying to tune. If you just guess, and many people do, you will
have to do a lot
of trial and error work. Carbs can be even more difficult to tune
throughout the
range then FI. It is easier to get running, since some jets will be in
the typical range
for a given diameter. For instance Paul's experience at the Mazdatrix
dyno. At WOT
the main jet for a given throat diameter won't usually vary more than +
or - 3 sizes.
Exact tuning is another mater entirely.
Bill Jepson

And not needed in a rotary aircraft engine as we lean (tune) the engine
as needed. The engine will run over a wide mixture range with out
damage unlike a piston engine. From 10:1 to 18:1.
I was blown away about this using Tracy's EFI system.
The wide band O2 sensor was all over the ball park.

Paul Lamar ...No rotor no motor.

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