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  #61  
Old 04-30-2018, 11:09 PM
svyolo svyolo is offline
 
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Location: bellingham, wa
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Ross;
Very nice pics.
What are the hard lines on the lower part of the cylinder heads for? Primers?
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  #62  
Old 04-30-2018, 11:23 PM
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digidocs digidocs is offline
 
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Those are standard Lycoming oil return lines. They drain the rocker boxes back to the sump.
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  #63  
Old 05-01-2018, 02:09 AM
svyolo svyolo is offline
 
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Hopefully I would have figured that out when I get my engine next month. LOL.
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  #64  
Old 05-01-2018, 06:10 AM
svyolo svyolo is offline
 
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Ross, hopefully this question is a bit more knowledgeable than my last.

I read that due to fuel heating, the minimum size header tank (if you use one) is 3 gallons. But I have seen a few install pics where the fuel divider is aft of the engine shroud. If one were to mount the fuel divider with SS or TI to limit heat transfer, in a cooler place in the engine compartment, could the fuel heating be mitigated to a large extent, and the size of the header tank be reduced? I think I want to use a header tank to return fuel, but size is an issue. A small fuel manifold would be much easier than a 3 gallon tank.

Specifically I saw a pic of an RV4 install, with the individual fuel lines penetrating the rear shrouding with bulkhead fittings. Obviously if you mounted the divider with an aluminum mount it would transfer lots of heat. A SS mount would transfer much less. Thoughts?
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  #65  
Old 05-01-2018, 09:00 AM
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Toobuilder Toobuilder is offline
 
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Quote:
Originally Posted by svyolo View Post

I read that due to fuel heating, the minimum size header tank (if you use one) is 3 gallons...

.... Specifically I saw a pic of an RV4 install, with the individual fuel lines penetrating the rear shrouding with bulkhead fittings. Obviously if you mounted the divider with an aluminum mount it would transfer lots of heat. A SS mount would transfer much less. Thoughts?
The typical EFI installation will use a duplex fuel valve to return fuel back to the feeding tank or a dedicated return line back to a single tank. In this case, any heat picked up in the distribution block is carried all the way back to the fuel tank, and the block is subsequently cooled by fresh fuel from the tank. Since the Walbro pumps put out about 40 GPH at all times (even with the engine at idle), there is significant cooling of the system due to the flushing effect of fuel flow. Unless you clamp the distribution block to an exhaust pipe, there is not much worry of picking up enough heat to change performance.
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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
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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  #66  
Old 05-01-2018, 09:49 AM
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rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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Quote:
Originally Posted by svyolo View Post
Ross, hopefully this question is a bit more knowledgeable than my last.

I read that due to fuel heating, the minimum size header tank (if you use one) is 3 gallons. But I have seen a few install pics where the fuel divider is aft of the engine shroud. If one were to mount the fuel divider with SS or TI to limit heat transfer, in a cooler place in the engine compartment, could the fuel heating be mitigated to a large extent, and the size of the header tank be reduced? I think I want to use a header tank to return fuel, but size is an issue. A small fuel manifold would be much easier than a 3 gallon tank.

Specifically I saw a pic of an RV4 install, with the individual fuel lines penetrating the rear shrouding with bulkhead fittings. Obviously if you mounted the divider with an aluminum mount it would transfer lots of heat. A SS mount would transfer much less. Thoughts?
As TooBuilder said, on the recommended system using return lines back to the tanks, there is little in the way of heat concerns due to the massive volumes being pumped and the heat sink of many gallons of fuel in the tanks which are constantly exposed to cooling airflow.

On low wing aircraft, we recommend that people install the pumps on the floor and return lines plus a Duplex type selector valve so return fuel goes back to the selected tank.

On mid and high wing designs, some people have successfully returned fuel to a low mounted header tank (still higher than the fuel pumps). You should use a minimum of 3/8 lines here and return fuel should go to the top of the tank, outlet fuel to the pumps from the bottom of the header tank. A tall tank is preferred to a flat one. We want to prevent vapor from being picked up at the pump inlets. People have used header tanks down to about a 3 quarts in volume which seems reasonable.

We specifically don't recommend this setup on low wing aircraft unless you have some other lift pumps to keep the header tank full.

People should not compare non-return type fuel systems on mechanically injected engines with EFI fuel systems. They are vastly different in several areas.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 441.0 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm



Last edited by rv6ejguy : 05-01-2018 at 05:38 PM.
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  #67  
Old 07-09-2018, 06:27 PM
rv6ejguy's Avatar
rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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Default More Ideas for RV-10 Builders

I took some more photos of Les Kearney's very clean EFI installation this morning. Very nice routing, protection and security of the injector and spark plug wires here.



Plug wires are routed along the pan rail instead of outside.



As this airplane comes together, we'll eventually be doing a series of videos on the SDS tuning aspects.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 441.0 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm


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  #68  
Old 07-12-2018, 03:46 PM
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rv6ejguy rv6ejguy is offline
 
Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
Default RV-10 Engine Mount Coil Pack

For RV-10 owners, we have some different choices for coil pack mounting. The bracket below mounts both coil packs on top of the engine mount tubes, aft of the engine baffling.



This assembly is off to an owner in Europe to replace some older re-branded components with updated features.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 441.0 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm


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  #69  
Old 07-13-2018, 01:13 AM
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Fredrik Fredrik is offline
 
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Location: Stockholm, Sweden
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Hi Ross!

Looks good. Is it perhaps going to Sweden?
Is that mine?
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RV-10 - Flying since August 2017
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  #70  
Old 07-13-2018, 05:57 AM
rv6ejguy's Avatar
rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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Hi Fredrik, yes this is your assembly. I think you'll like the new capabilities.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 441.0 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm


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