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  #1  
Old 04-08-2016, 05:23 PM
rv6ejguy's Avatar
rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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Default IO-540 EFI

Here's a couple photos of the head mounted injector option for parallel valve Lycomings on a mockup engine (test fitting the hard line layout). This particular setup will eventually be going on a supercharged IO-540 in a Rocket.





Development will begin soon on a solution for angle valve Lycomings.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #2  
Old 04-08-2016, 08:38 PM
jump4way jump4way is offline
 
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Location: Coolidge, AZ
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Default

This looks fantastic. Is there any advantage to this system versus the fuel rail system aside from ease of installation? Are there any performance trade offs or hot start issues?
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  #3  
Old 04-09-2016, 05:20 AM
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F1Boss F1Boss is offline
 
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Location: Taylor Texas
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Default Rumors abound!

I heard about this from a certain Canadian pilot who races at Reno.. I hope you are not adding the normal Lyc hot start problem to an electronic version? The higher pressure in this system will allow this setup to work OK after a 15min fuel stop and heat soak?

Don't forget to support the lines per the Lyc AD.

ATTA BOY ROSS!

Carry on!
Mark
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  #4  
Old 04-09-2016, 08:40 AM
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rv6ejguy rv6ejguy is offline
 
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The hard lines will be supported in 2 places per line. This is larger tubing than what's used on Bendix type systems as well.

Installation is easier than drilling holes in the intake runners and stringing the fittings and short hoses together. Ease of installation is the main advantage and probably even better cold starting as well.

I don't believe there will be any hot start issue here since the fuel pressure is 40-50 psi vs. 1-2 psi on a Bendix. This substantially raises the boiling point of the fuel. At this time though, we're only recommending 100LL use until we get more results from hot weather testing in the Southern US.

Special materials were chosen for the part that screws into the head to reduce heat transfer on shutdown and we're using an injector with a stainless body as well.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm



Last edited by rv6ejguy : 04-11-2016 at 05:11 PM.
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  #5  
Old 04-09-2016, 08:42 AM
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Toobuilder Toobuilder is offline
 
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Location: Mojave
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As I understand the system (and Ross can correct me), at idle and or with the engine just prior to restart (power on), the fuel is going to be bypassing back to the tank like crazy. The fuel block is not only going to be flushed with cool fuel in seconds after power on, the whole system is going to be at 50+ PSI.

Yes, I think it is reasonable to assume that the individual injector lines are going to get warm after shutdown, but unlike the mechanical systems, they are going to maintain that same 50+ PSI even with power off. Not much chance for vapor to form at that pressure.

Edit: Ross beat me to it.

As an aside, I recently broke open a fuel rail on one of my car projects. The engine has been out of the car for years and the intake manifold sitting on my bench nearly as long. When I cracked the fuel line open, it was STILL pressurized with fuel after years in storage.
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WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
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Harmon Rocket II -SDS EFI instalation in work
RV-8 - Flying
1940 Taylorcraft BL-65 -flying

Last edited by Toobuilder : 04-09-2016 at 08:47 AM.
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  #6  
Old 04-09-2016, 06:52 PM
Lars Lars is offline
 
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So those are Bosch style injectors in some sort of machined housing? Does it require a mod to the existing (1/8 NPT IIRC) injector port? Would love to see that as an option on a 4 cylinder Lycoming if it proves out. Not super crazy about the injector adaptation on the intake tubes and resultant plumbing a la EFII.
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  #7  
Old 04-09-2016, 07:29 PM
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rv6ejguy rv6ejguy is offline
 
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Quote:
Originally Posted by Lars View Post
So those are Bosch style injectors in some sort of machined housing? Does it require a mod to the existing (1/8 NPT IIRC) injector port? Would love to see that as an option on a 4 cylinder Lycoming if it proves out. Not super crazy about the injector adaptation on the intake tubes and resultant plumbing a la EFII.
Correct, these are a Pico type (very small) electronic injector with a narrow spray pattern. No mods required on parallel valve engines- take the pipe plug or Bendix type injector out, screw these in, done.

BTW the Eagle EMS runs much lower pressure at idle than we do. Nobody was asking if those worked well after a hot shutdown...
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #8  
Old 04-10-2016, 10:12 AM
Toobuilder's Avatar
Toobuilder Toobuilder is offline
 
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Quote:
Originally Posted by Lars View Post
So those are Bosch style injectors in some sort of machined housing? Does it require a mod to the existing (1/8 NPT IIRC) injector port? Would love to see that as an option on a 4 cylinder Lycoming if it proves out. Not super crazy about the injector adaptation on the intake tubes and resultant plumbing a la EFII.
Cruising the SDS website shows that a 4 banger system has been released as well.

And like you, I always thought the weld in bosses was kind of a kludge.

Direct replacement of the existing screw in injectors is a big leap... Props to Ross for making true bolt on EFI work.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI instalation in work
RV-8 - Flying
1940 Taylorcraft BL-65 -flying
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  #9  
Old 07-09-2016, 07:38 AM
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rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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We ran Bill Beaton's new IO-540 at Aerosport Power last week with SDS EFI. This had the new top mount injector bosses and 80mm billet throttle body replacing the old mechanical injection setup.





Note the new, wider pulley to drive the supercharger. (not installed for break in).

We ran one set of plugs off the SDS EM-5 ECU and the other off an SDS CPI unit.

No hot start issues so far.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm



Last edited by rv6ejguy : 07-09-2016 at 07:41 AM.
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  #10  
Old 07-11-2016, 02:59 PM
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rv6ejguy rv6ejguy is offline
 
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Default Top Coil Mount

We just finished another new CNC'd part for 540 engines. This is a bracket to mount the coil pack to the top, rear case bolts. It allows the top plug wires to stay inside the baffling for a cleaner installation.



It's applicable to both the SDS EM-5 engine management systems and the CPI stand alone ignition systems.

We have a similar mount for 4 cylinder systems.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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