Dave Anders Flying SDS EFI

[rv6ejguy]

Originally Posted by rmartingt

This is what I was hoping for all along!

Customers give us feedback and we listen. We work to offer the best product possible to meet customer needs/wants.

[Toobuilder]

Jeez Ross... You crank out new features faster than a smart phone manufacturer.

Well done.

[rv6ejguy]

We like a challenge, like what we do and really want to have the best product at a reasonable price on the market. There's a lot of satisfaction in that.

[Toobuilder]

I should have added that unlike the smartphone offerings, your new features have genuine utility.

You now have essentially a bolt on EFI with a "set and forget" programming map.

Thats huge.

[Randy]

I used an Innovate Motorsports "Bung Extender" and noticed increase O2 sensor life on 100LL. Not sure if it was from slightly cooler running or that it is backed out of the direct exhaust flow but it seemed to help.

I see them advertised from $60.00 to $90.00.

Just search on "Innovate Bung extender "to see photos.

[rv6ejguy]

Dave offered some more thoughts this morning on testing:

"I was just reading some of the posts. First, I like not being locked out of the EFI. There are conditions when i enjoy being able to adjust the AFR to my needs. I did some more checking and with my Plasma 3 Light Speed Engineering ignitions I can run up to about 43 degrees advance. Since the timing advance adjusts for rpm and map at 17500? and 2270 rpm and 16.3 MAP, I was running 36 degrees advance, of course not that high at the first of the climb.

I have the ability to individually change the timing on my instrument panel and find that it seems best for me to have about 1 1/2 degrees split between the ignitions, however they were both just in the normal mode for the last test.

With the baro compensator in the EFI, in the last climb to 17500?, I ran 2375 rpm and 24? MAP (as long as i could) and averaged 1350 ft/min all the way to altitude which took 13 minutes, so that was not a maximum performance climb. My egts started at 1300 and ended at 1240 degrees on average. The chts started at 350 and ended up at 362 degrees on average.

Since this climb was essentially at max power for the approximately 24 square climb, the temps were very stable. This was with an average 110 mph indicated.

I have 34? total inlet, which is about 10% larger they they need to be, and I have 27? of total outlet area (which excludes the area of the exhaust collector) with a kind of exhaust augmenter. I have data over the years that shows that the increased exhaust velocity from higher power settings causes a greater pressure differential between the upper and lower plenums and increases the mass flow across the heads and helps cooling. Maybe that?s why my temps are pretty stable.

I wish I had had the EFI during the CAFE Triathon competition. I could have no doubt done even better. That was all done with old tech."

[rv6ejguy]

Dave has been trying to sort out an intermittent fault which appears to be related to a TPS issue. He's now using the EM-5 PC data logging option to look at what's happening during the flight. This option allows the user to look at, store and print ECU data to aid tuning and diagnostics.

Here's a screen shot from Dave:



You can see a spike in the TPS reading (grey trace) and resulting changes in injector duty cycle (purple trace) and AFR (green trace).

We suspect an internal TPS problem. Dave is not using our standard throttle body and TPS that we supply with our kits. He sourced his own 65MM Ford TB and Ford TPS since it was felt that larger size might better support his increased power Lycon modded engine.

The data logging feature often allows us to quickly pinpoint customer tuning or running issues. The files are small and can be emailed to us for playback.

[BillL]

Originally Posted by rv6ejguy

Dave has been trying to sort out an intermittent fault which appears to be related to a TPS issue. He's now using the EM-5 PC data logging option to look at what's happening during the flight. This option allows the user to look at, store and print ECU data to aid tuning and diagnostics.
<snip>
The data logging feature often allows us to quickly solve customer tuning or running issues. The files are small and can be emailed to us for playback.

Oh I had to look it up - it's YOUR data logger, excellent!!

Having an interface box makes that super easy - not another development project for a data logger.

[rv6ejguy]

Originally Posted by BillL

Oh I had to look it up - it's YOUR data logger, excellent!!

Having an interface box makes that super easy - not another development project for a data logger.

We've had this out for almost 2 years now. The ECU communicates with the PC when queried and will spit out text files or a graphical format plus digital gauge screen for real time running (nice for dyno work). Data is stored in the PC.

[BruceMe]

Originally Posted by rv6ejguy

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.

That is particularly impressive as dynamic pressure at standard sea-level and 230 mph is 1.8 inches. He's almost completely recovering with a 16% loss, WOW! Btw, at 10k altitude dynamic pressure at 230mph would drops to 1.3". So he could expect 1" of "boogy boost".