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  #1  
Old 06-27-2016, 09:07 AM
rv6ejguy's Avatar
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Default Dave Anders Flying SDS EFI

Over the weekend, Dave Anders flew his super fast RV4 with SDS EFI which replaces the Bendix style mechanical injection. He was never entirely happy with the GAMI spread across the whole range of power settings he flies at. With the EFI, he can quickly tune each cylinder in flight to get everything even.

He's starting to log some performance data and temperatures in his usual thorough way.

Dave's running a different setup that most Lycoming customers- using 2 LightSpeed PlasmaIIIs to do the ignition chores. These feed a tach signal to the SDS ECU.

He's running a 65mm throttle body and new pressure recovery ram intake design which is netting 1.5 inches more MAP than ambient and .6 better than his best previous design.

A Sky Dynamics plenum is fitted and he has his injectors mounted on the inside of the induction tubes due to cowling clearance issues. Heads are flow matched so he has the best possible combination of induction parts as far as equal airflow is concerned.

His new Lycon engine has a bit lower compression ratio than the previous one so it will be interesting to compare numbers when all tweaking is complete.

It's a pleasure to be associated with Dave. He does fabulous work and documents his testing very well.

Dave is reporting much better cold and hot starting than the mechanical FI offered and a super smooth idle down to 650 rpm.

One of his early comments: "I have 2500 hrs on my plane and it’s never run smoother!!!"

I'll update as more data comes in from Dave.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW- 414.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm



Last edited by rv6ejguy : 06-27-2016 at 09:35 AM.
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  #2  
Old 06-28-2016, 09:16 AM
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A few initial numbers from Dave which certainly puts my RV to shame:

Density altitude 7848, rpm 2250, MAP 20, TAS 197mph (12.4 AFR)
Density altitude 8000, rpm 2800, MAP 26, TAS 243mph (12.4 AFR)
Density altitude 12450, rpm 2250, MAP 19.6, TAS 186mph LOP (AFR 18.5)

Dave is measuring injector temps as he had some concerns about the placement of these on his installation: "The max injector temp was 254 right after shut down when i landed for fuel. It was 241 when I restarted and reached 256 on the climb out and dropped immediately to 233 in cruise at 2000’ with OAT at 97." Note these are at very high OATs.

He's leaned to an amazing 19.7 AFR and the engine is still running smooth, just doesn't make much power, as expected.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW- 414.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm



Last edited by rv6ejguy : 06-28-2016 at 11:14 AM.
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  #3  
Old 06-28-2016, 10:43 AM
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Quote:
Originally Posted by rv6ejguy View Post
A few initial numbers from Dave which certainly puts my RV to shame:

Density altitude 8000, rpm 2800, MAP 26, TAS 243mph (12.4 AFR)
The heck with injection. I want to know how to get 26" Hg MAP at 8000 DA and 211 KTAS...other than buying the turbo kit in the classifieds.
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  #4  
Old 06-28-2016, 11:10 AM
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Quote:
Originally Posted by DanH View Post
The heck with injection. I want to know how to get 26" Hg MAP at 8000 DA and 211 KTAS...other than buying the turbo kit in the classifieds.
Dave's new magic intake duct and the elimination of the TB clutter it had before.

I'm not sure Dave wanted me to share the photos of the duct. He's done several iterations over the years and never stops experimenting and testing.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW- 414.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #5  
Old 06-28-2016, 11:31 AM
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Default Ram Pressure Reoover vs DA

Quote:
Originally Posted by DanH View Post
The heck with injection. I want to know how to get 26" Hg MAP at 8000 DA and 211 KTAS...other than buying the turbo kit in the classifieds.
Probably not a totally unreasonable number if he was flying at 4500' pressure altitude with an OAT of 95 degrees...
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  #6  
Old 06-28-2016, 11:48 AM
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Quote:
Originally Posted by skylor View Post
Probably not a totally unreasonable number if he was flying at 4500' pressure altitude with an OAT of 95 degrees...
Pressure altitude was 5500.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW- 414.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #7  
Old 06-28-2016, 01:04 PM
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Quote:
Originally Posted by rv6ejguy View Post
Pressure altitude was 5500.
Ahhh, shoot, I was hoping for black magic, and it's just an unusually hot day.

Ok, a DA of 8000 at 5500 works out to be 40F above standard, with a total pressure of about 26.14". 26" Mp is impressive.
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  #8  
Old 06-28-2016, 01:22 PM
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Quote:
Originally Posted by rv6ejguy View Post
Dave's new magic intake duct and the elimination of the TB clutter it had before.
What does TB mean? Throttle body?

does he have an open/close valve for RAM air?

I which I could contact him directly. I met him a long time ago at the Golden West fly-in but did not say much as he was talking to other folks.

Thanks for the info/data.
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The information that I post is just that; information and my own personal experiences. You need to weight out the pros and cons and make up your own mind/decisions. The pictures posted may not show the final stage or configuration. Build at your own risk.
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  #9  
Old 06-28-2016, 02:32 PM
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rv6ejguy rv6ejguy is offline
 
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Quote:
Originally Posted by AX-O View Post
What does TB mean? Throttle body?

does he have an open/close valve for RAM air?

I which I could contact him directly. I met him a long time ago at the Golden West fly-in but did not say much as he was talking to other folks.

Thanks for the info/data.
Yes, TB is throttle body which is the term we use in the EFI world vs. servo in the Bendix/ AFP world.

The photos I have show no provision for a filter. Dave is all about speed, efficiency and light weight which is why his plane did so well in the CAFE competitions and other races. http://www.flyingmag.com/pilots-plac...cient-aircraft

https://www.youtube.com/watch?v=gCONImxbs7g

Dave is a very talented and super nice guy. I met him at Reno about 5 years ago.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW- 414.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm



Last edited by rv6ejguy : 06-28-2016 at 02:42 PM.
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  #10  
Old 06-30-2016, 12:37 PM
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It's 106-108F where Dave is flying this week so he's going to wait for some cooler weather.

He observed a few more numbers on his last flight. These are without trimming fuel on any cylinders yet:

Max temp spreads in degrees F

WOT (for 25 mins) CHT 20 EGT 65
19.6" MAP cruise 2300 rpm CHT 20 EGT 20
16.0" MAP cruise 2250 rpm CHT 15 EGT 33

As I postulated in some previous threads on this topic, the Sky Dynamics intake and the EFI appear to do a better job of mixture distribution than many of the other intake brands. He does of course also have flow matched heads, making airflow as close to the same as possible, between cylinders.

Another comment from Dave:

"I wanted to add that already VERY apparent, is the increase in performance during take off and climb due to the mixture being always about 12.4. What a benefit to have that feature at Leadville, Colorado!" (10,000 MSL)
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW- 414.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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