Hi Guys, I was the beta tester for the Zenoah engines that began last August and lasted untill late October. I logged over 250 engine test runs with the twin sync working with Bill, getting all the bugs worked out of the chip. I found out early in the testing that the 1st thing you need to do with a gasser is call C&H ignition at 307-857-6897, and order 2 Bosch resistor caps and they may throw in a couple feet of shielding for the high tension lead. The shielding needs to be grounded at both ends. One end at the cap, and the other to the engine ground. Doing this will kill 99% of the RF noise. With the G-38, G-45, and G-62, you need to mount a disc to the crankshaft extension in the back of the engine in order to keep the hall sensor wire as far as possible from the magneto. See the picture below. I simply removed the nut from the spring starter and modified a coupler nut to take its place. The coupler nut is just a 3/4" long threaded 6mm nut that I put in a lathe and drilled it out to .275, and then tapped it with a 8mm x 1mm tap while still in the lathe. Don't try to free hand this procedure or the disc will wobble. All 3 cranks are 8mm x 1mm thread. The coupler nut now holds the spring starter on and the disc by just using a short 8mm bolt to hold the disc to the nut. This method is the ONLY way I found to get the RF out of the system. I have a supplemental Zenoah engine instruction manual that I composed from my testing, and I will email it to anyone that request it. It goes into more detail about the twin sync Zenoah installations, tuning the Walbro carb, and a proper range check procedure. Contact me at [email protected] I will be flying my Byron Barron as soon as the weather breaks here in Nebraska and will post a field report. I would like to add that Bill Wike is a fantastic product support kind of guy and I am proud to have been a contributor to the success of this project!! Thanks to all for YOUR support!! Rick Simmons 2engsout