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  #21  
Old 11-03-2019, 11:24 AM
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Quote:
Originally Posted by lr172 View Post
Curious what system you are using to manage the throttle body injectors fuel delivery/pulse.
None... remember the TBI is the manual backup. There's a fuel-rail in the throttle body opening with small wholes. As one opens the slider valve wider, more wholes are exposed and more fuel mixes with the incoming air. It's simple. This backup fuel rail does not get any fuel when the fuel valve is off. It uses the EFI.



-Bruce
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Last edited by BruceMe : 11-03-2019 at 12:38 PM.
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  #22  
Old 11-03-2019, 12:41 PM
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Default 3D mock-up: Throttle body top plate

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  #23  
Old 11-07-2019, 09:54 PM
Cumulo Cumulo is offline
 
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Default sorting it out

Re: open source EFI

I ran across another open source EFI thread that could have
possibilities for aircraft application. RUSEFI.COM.

It is more focused on making a unit that is in the direction of a
commercial product than the Speeduino, but shares some of its
heritage. And the software is open source as well.

The board development tool that RusEFI uses is KiCad. (google it) This
board development software (Electronic development Automation) is
free, which is amazing since much of this EDA software is in the
thousands or leased by the month. In any case, the tools are readily
available to do your thing if you are driven by electronic development.

However, the automotive hardware/firmware that is there seem to be
high quality and could be very close to what we need, so maybe, buy
the board from one of several contributor posting there or clone
something similar. Then play with tables and firmware. Refs to sources
for EFI enclosures and connectors are there that are of great interest
as well. It looks like it may be possible that a solid reliable open source
system could evolve without a career effort and on budget.

BTW, questions. Am I correct that a non-camshaft sensing EFI system
squirts once each rev? ( 2 squirts per intake cycle)
And, is there much advantage to cam input and timed injection?

Ron

Last edited by Cumulo : 11-07-2019 at 10:09 PM. Reason: Q
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  #24  
Old 11-08-2019, 09:22 AM
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rocketbob rocketbob is offline
 
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I have a couple of Speeduino 0.4 boards I got a while back with the intention of building a throttle body injection system using two injectors up front at the throttle body. This was inspired by a friend who was testing a Surestart system a few years ago that started and idled well. I'm looking for suggestions on injector sizing for that sort of setup. My architecture would be two Speeduino boards, one running one injector at the throttle body, and the other injector ran by the 2nd Speeduino. Each board running two separate ignition modules. I would modify the code such that when only running on one system I would run a different map to handle the fuel and timing requirements when in that configuration.
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  #25  
Old 11-09-2019, 08:31 PM
Cumulo Cumulo is offline
 
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I like the direction you outlined, Bob. I've been thinking along similar lines
of duplicate systems. It looks like a single injector in the 100 lbs/hr area
would be needed to get 180 -200 hp. Here is a link to a list of injector
specs. There could be several other lists out there, this one has some
good comments:
http://users.erols.com/srweiss/tableifc.htm

Ron
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  #26  
Old 11-12-2019, 06:35 AM
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Quote:
Originally Posted by Cumulo View Post
BTW, questions. Am I correct that a non-camshaft sensing EFI system
squirts once each rev? ( 2 squirts per intake cycle)
And, is there much advantage to cam input and timed injection?
Yup, and wasted spark similarly. I'm not trying to do fuel charge shaping or anything complicated. At sea-level full throttle it's going to be near 100% duty cycle.
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  #27  
Old 11-12-2019, 06:41 AM
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Quote:
Originally Posted by rocketbob View Post
I have a couple of Speeduino 0.4 boards I got a while back with the intention of building a throttle body injection system using two injectors up front at the throttle body. This was inspired by a friend who was testing a Surestart system a few years ago that started and idled well. I'm looking for suggestions on injector sizing for that sort of setup. My architecture would be two Speeduino boards, one running one injector at the throttle body, and the other injector ran by the 2nd Speeduino. Each board running two separate ignition modules. I would modify the code such that when only running on one system I would run a different map to handle the fuel and timing requirements when in that configuration.
I'm using the Weber / Magneti Marelli injectors (search for 'IWP-069'). 6gph x2, so 12 gph peak. That's a little light for an O-320 (very light for a 360). Good luck, sounds interesting too.

The link a couple posts above for the injector tables is _UNREAL_! I wish I had known that existed two months ago when I was trying to figure this out?! But it confirmed I picked ok.
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Last edited by BruceMe : 11-12-2019 at 06:50 AM.
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  #28  
Old 11-12-2019, 07:07 AM
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BruceMe BruceMe is offline
 
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Quote:
Originally Posted by rocketman1988 View Post
"...I wasn't happy with any other solutions..."

I am genuinely curious as to what you were not happy about with the currently available systems?
I've been trying to answer this in my head since you wrote it. This isn't really about engine performance, quality or any "missing" features. It's really more about the experimental spirit and "hacking" the engine. I want to learn more and I would like to be part of an open sourced project solution to something that doesn't exist yet.
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  #29  
Old 11-12-2019, 11:41 AM
lr172 lr172 is offline
 
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Location: Schaumburg, IL
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Quote:
Originally Posted by Cumulo View Post
Re: open source EFI

I ran across another open source EFI thread that could have
possibilities for aircraft application. RUSEFI.COM.

It is more focused on making a unit that is in the direction of a
commercial product than the Speeduino, but shares some of its
heritage. And the software is open source as well.

The board development tool that RusEFI uses is KiCad. (google it) This
board development software (Electronic development Automation) is
free, which is amazing since much of this EDA software is in the
thousands or leased by the month. In any case, the tools are readily
available to do your thing if you are driven by electronic development.

However, the automotive hardware/firmware that is there seem to be
high quality and could be very close to what we need, so maybe, buy
the board from one of several contributor posting there or clone
something similar. Then play with tables and firmware. Refs to sources
for EFI enclosures and connectors are there that are of great interest
as well. It looks like it may be possible that a solid reliable open source
system could evolve without a career effort and on budget.

BTW, questions. Am I correct that a non-camshaft sensing EFI system
squirts once each rev? ( 2 squirts per intake cycle)
And, is there much advantage to cam input and timed injection?

Ron
Yes, crank based EFII squirts once per rev. 1 squirt per rev was used in the OEM world for 2-3 decades with very good success. There is no need for cam based injection in application like ours.

Larry
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