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  #81  
Old 05-30-2017, 08:45 PM
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Toobuilder Toobuilder is offline
 
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Location: Mojave
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I'm happy to confirm another happy customer with that map, Caleb. It is a growing list. Please keep us informed of any tweaks to the timing you run across that might be attributed to the EFI. If you do improve on it, then I'll incorporate those changes into the programming for the Rocket's first flight (still months away, I'm afraid).

Have you done any testing to confirm the optimum LOP ignition advance yet? Mine was 3 degrees, but that was with Bendix injection. Interested to see what differences in ignition timing the better atomization of the EFI gives you (if any).

And for all the rest of you, I've been hesitant to publish this map. You should know that it relies heavily on MAP as the primary tuning aid and as such is is pretty conservative at high power, and very aggressive at idle. Anyone who grew up messing with 60's musclecars will recognize the similarity to the logic. Anyway, if there is a fault to this particular method it will be found at flight RPM and low throttle setting such as a letdown/approach to the pattern - be prepared to see 40 degrees advance in the window. Wont hurt anything, but its just a byproduct of the programming method.

Anybody contemplating using this map is welcome to contact me here or via PM.
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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
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  #82  
Old 05-30-2017, 08:56 PM
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rv6ejguy rv6ejguy is offline
 
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Thanks for posting your latest tweaks Caleb.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, 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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  #83  
Old 08-28-2017, 10:01 AM
Norcalrv7 Norcalrv7 is offline
 
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Location: McKinleyville CA
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Just a few updates. Tach time is passing 60hrs on the new lycoming without a hiccup. I have updated the pictures I can remember after switching from photobucket to flickr.

A few more pictures of airplane usage!

Took my girlfriend on a vacation to a grass strip camp in, Yosemite, Columbia CA

0422171107 by Caleb Lesher, on Flickr

0422171107a by Caleb Lesher, on Flickr

0422171302_HDR by Caleb Lesher, on Flickr

0422171956_HDR by Caleb Lesher, on Flickr


Visited some friends at the local RC flying field where I learned to fly models at age 10
0504171108a by Caleb Lesher, on Flickr

Of course took dad to shelter cove for lunch
0605171154 by Caleb Lesher, on Flickr

Even the dog approves of the new engine
0613171204_HDR by Caleb Lesher, on Flickr

Screenshot952017-06-13-10-45-54 by Caleb Lesher, on Flickr

Went to 15,500 feet on the way to a week of soaring truckee... just for fun.
0713171148_HDR by Caleb Lesher, on Flickr

0714171414 by Caleb Lesher, on Flickr
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Flying RV-7A N542LC 800 hours+ With SDS Electronic fuel injection.
Pieces of an RV-8 in the back of the hangar
ATP CFI A&P
BE-200 Air Ambulance driver
Based at EKA, Northern CA
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  #84  
Old 08-28-2017, 10:09 AM
Norcalrv7 Norcalrv7 is offline
 
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Wildfires are pretty bad in Northern CA at the moment. My friend Ben and I risked TFR's and airport closure odds to pick up 80lbs of the best jerky around. Taylors Sausage in Cave Junction OR. Also a pretty cool smoke jumper base museum there with nice airplane camping available.

0809171538b by Caleb Lesher, on Flickr

0809171632 by Caleb Lesher, on Flickr

0809171726 by Caleb Lesher, on Flickr


Happy mothers day!
0514171244_HDR by Caleb Lesher, on Flickr
__________________
Flying RV-7A N542LC 800 hours+ With SDS Electronic fuel injection.
Pieces of an RV-8 in the back of the hangar
ATP CFI A&P
BE-200 Air Ambulance driver
Based at EKA, Northern CA

Last edited by Norcalrv7 : 08-28-2017 at 11:28 AM.
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  #85  
Old 08-28-2017, 10:11 AM
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rv6ejguy rv6ejguy is offline
 
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Looks like fun times. Thanks for posting Caleb.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, 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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  #86  
Old 08-28-2017, 10:11 AM
Norcalrv7 Norcalrv7 is offline
 
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Happy birthday to me! Garmin G5 with battery backup!
0809171820b by Caleb Lesher, on Flickr
__________________
Flying RV-7A N542LC 800 hours+ With SDS Electronic fuel injection.
Pieces of an RV-8 in the back of the hangar
ATP CFI A&P
BE-200 Air Ambulance driver
Based at EKA, Northern CA
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  #87  
Old 07-10-2018, 03:34 AM
Norcalrv7 Norcalrv7 is offline
 
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On a recent flight, my fuel pressure readout started fluctuating wildly.
my AFR was stable, so I suspected an indication problem. A quick call to GRT confirmed that a common failure mode of the high pressure sensors is to "wear out" a certain range of the sending unit, which then leads to an open signal (max fuel pressure). I ordered their improved 0-100 PSI sending unit and performed the slight modifications to install it. It appears to be a very high quality unit compared to the VDO style sender.

Long story short, after the installation, I couldn't make my fuel pressure adjustments behave how I wanted. I Installed a manual gauge, and calibrated the scale and offset settings in the EIS4000 so the sensor red accurately. I came up with a scale of 75. and an offset of 121. (which was different from the GRT recommended settings)

Things still weren't adding up with my fuel pressure numbers, so I took apart my Aeromotive fuel pressure regular to investigate. As you can see It didn't look very nice inside. It's worth mentioning that this regulator wasn’t supplied by SDS, and the plane had been sitting for a month or more during this time. I cleaned that all up and greased the internal parts. It seems that the steel spring is corroding against the aluminum. Now with a properly calibrated gauge, and a properly working pressure regulator it Looks like I've actually been running on much lower fuel pressure than I thought this whole time. Probably in the mid 20s. With it cranked up to 45 static, the plane runs night and day better LOP. Guessing it wasn't atomizing as well as it should before. It used to stumble and miss past 16:1 AFR, now I can pull it off the lean side of the gauge with the engine still running smoothly, but losing power.

I noted that the top adjusting screw on the fuel pressure regulator isn't sealed against water settling inside the chamber. I've also heard that these diaphragms can be prone to failure.

Might be worth a look and grease come annual time.

happy flying!
Caleb
IMG_20180709_190154 by Caleb Lesher, on Flickr
__________________
Flying RV-7A N542LC 800 hours+ With SDS Electronic fuel injection.
Pieces of an RV-8 in the back of the hangar
ATP CFI A&P
BE-200 Air Ambulance driver
Based at EKA, Northern CA

Last edited by Norcalrv7 : 07-10-2018 at 11:42 AM.
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  #88  
Old 07-10-2018, 06:12 AM
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rv6ejguy rv6ejguy is offline
 
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Good find Caleb.

We see a pretty large number of electronic fuel pressure sensor issues reported. For initial setup, we recommend using a mechanical gauge to verify fuel pressure for setting the regulator.

We didn't supply the regulator Caleb is using. In our regular kits, we supply a US made one by Borla which has a double layer diaphragm made from fluoropolymer. We feel this material and construction is the most reliable available. This regulator has all anodized and SS parts internally.

It's expensive but is a critical part on EFI systems.

__________________

Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, 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 : 07-10-2018 at 06:18 AM.
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  #89  
Old 07-10-2018, 11:45 AM
Norcalrv7 Norcalrv7 is offline
 
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Guilty as charged. This regulator was left over from my airplanes Subaru days, and clearly is not the best quality. Another contributing factor is that I like to clean my engine every oil change, and this regulator is NOT sealed against water in its top chamber.

Caleb



Quote:
Originally Posted by rv6ejguy View Post
Good find Caleb.

We see a pretty large number of electronic fuel pressure sensor issues reported. For initial setup, we recommend using a mechanical gauge to verify fuel pressure for setting the regulator.

We didn't supply the regulator Caleb is using. In our regular kits, we supply a US made one by Borla which has a double layer diaphragm made from fluoropolymer. We feel this material and construction is the most reliable available. This regulator has all anodized and SS parts internally.

It's expensive but is a critical part on EFI systems.

__________________
Flying RV-7A N542LC 800 hours+ With SDS Electronic fuel injection.
Pieces of an RV-8 in the back of the hangar
ATP CFI A&P
BE-200 Air Ambulance driver
Based at EKA, Northern CA
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  #90  
Old 07-10-2018, 01:25 PM
Mark33 Mark33 is offline
 
Join Date: May 2010
Location: Baton Rouge, La.
Posts: 311
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Quote:
Originally Posted by rv6ejguy View Post
Good find Caleb.

We see a pretty large number of electronic fuel pressure sensor issues reported. For initial setup, we recommend using a mechanical gauge to verify fuel pressure for setting the regulator.

We didn't supply the regulator Caleb is using. In our regular kits, we supply a US made one by Borla which has a double layer diaphragm made from fluoropolymer. We feel this material and construction is the most reliable available. This regulator has all anodized and SS parts internally.

It's expensive but is a critical part on EFI systems.

Hey Ross,

1. Which Borla regular is that? (part number)

2. Does it require a MAP vacuum line connected to it or is it regulated via internal spring pressure?...(I think thatís a vacuum line Iím looking at in your picture) If it's vacuum regulated, is that your preference over internal spring regulation?

3. Does it have an internal return/bypass or do you have to run a return line to it from the rail? If someone wanted to run dead-head pressures to the injections from a fuel distribution block or even directly from the fuel pressure regulator then I'm sure the regulator would need to be designated with an internal bypass/return because there would be no return line coming back to the regular from the rail.

Thanks,
Mark
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