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01-15-2014, 12:36 PM
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Join Date: Apr 2008
Location: Tennessee
Posts: 440
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My EFII ignition system is due in any day now. I'll have it installed and flying within five days of receiving it. I'm plotting baselines on the mags right now before I replace them.
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01-15-2014, 01:31 PM
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Join Date: Jan 2005
Location: Sedona Arizona
Posts: 349
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Quote:
Originally Posted by crabandy
12 flight (10 hours Tach) and so far so good on a O-360 with the full dual EFII ignition. I'm hoping to do some LOP runs in the near future (next week) and post my data. I'm not exactly sure what to tell people besides it's as advertised and my engine runs well.
-idles easily and smoothly at 500 with Catto prop
-engine runs very smoothly throughout the throttle range
-starting-it's been cold 12-50 degrees without a primer system but preheated haven't been a problem. No 1 blade and starting but the skytec spins the Catto pretty quick. Cold starts (50-60 oil/cylinder temp) take about 1.5-3 seconds to start, hot starts is less than .5 seconds. I had 1 cold start after sitting on the ramp for a chili lunch (oil 50/cylinder 30) that took several tries but was very typical for being that cold.
-LOP- probably next week
-Anything specific let me know and I'll try to answer
I've no before and after comparison but I'm very happy with the performance of the ignition and the entire airplane. I wish I would have sold my carb and used Robert's fuel injection. $800 on a new carb would have went a long way towards buying the FI, and I would be able to fine tune my fuel distribution. There's always the next project...
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Andy,
I have been thinking about the dual system versus single and mine will be the full deal with fueling and ignition. One of my concerns with doing so is the wiring needed to enable switching the fueling role between the two ECUs. Have you researched the circuitry involved in being able to switch the injector function? Does it switch just the grounding side or the power side of the circuit? The install manual seems to leave this question open and I see no circuit diagram that includes the switching between ECUs for the fueling function. (Maybe Robert will comment here?)
I would think this switch and associated wiring would be very critical to reliability. Do you know if a special switch is required?
For me it might be a toss up between having full redundancy of both fueling and ign., versus the added complexity of the wiring and extra switching required. Interested in others thoughts on this one...
Has anyone on this forum actually installed the full dual EFII system with fueling and IGN? Comments?
Randall
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01-15-2014, 02:04 PM
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Join Date: Jan 2008
Location: Upland, CA
Posts: 286
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Dual ECU EFII
Hi Randall,
With the Dual ECU EFII system, there are two ECUs, a dual crank trigger, dual IAT sensors, and dual MAP sensors. In other words each ECU has its own critical sensors.
In operation, one ECU runs the top plugs, and one ECU runs the bottom plugs at all times. There is an "ECU Select Switch" that mounts in the instrument panel. This switch is hard wired into the EFII harness. There is nothing for the customer to do in this regard except mount the switch in the panel. The ECU Select Switch transfers control of the injectors from one ECU to the other. It simply switches the trigger (negative) side of the injectors between the ECUs. This is the only function of this switch. This scheme has allowed us to offer the benefit of a fully redundant ECU setup while adding very little to system complexity. This offers the best compromise of redundancy plus reliability.
If you were to lose an ECU, you would only lose one set of plugs. Due to the high energy nature of our system, this poses only a very small loss in power.
There is an addendum at the end of the installation manual which discusses all this in further detail. The manual can be found linked near the bottom of our Customer Area page on the website.
We have been shipping dual ECU systems for about two years now. It has become a popular option and represents approx 60% of system sales at this point.
Robert Paisley
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01-15-2014, 06:10 PM
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Join Date: Jan 2010
Location: Ottawa, Ks
Posts: 2,188
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JDANNO I'm looking forward to your before and after.
Randy, Robert said it best!
__________________
RV 7 400 hours and counting
19 donation done
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01-15-2014, 11:16 PM
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Join Date: Aug 2013
Location: San Diego, Ca
Posts: 431
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Quote:
Originally Posted by JDanno
My EFII ignition system is due in any day now. I'll have it installed and flying within five days of receiving it. I'm plotting baselines on the mags right now before I replace them.
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Looking forward to hearing back form you on this.....
BTW, Another 540 that is getting EFII just left Barret today.... dyno'd at 301HP!!! 
__________________
John Walker
RV-10 N265WD
"Miss Whiskey Delta"
BPE IO-540, FULL EFII
KMYF, San Diego, Ca.
KEOS, Neosho, MO
Crew Chief
Grove Aero Super Legacy Reno Racer,
twin turbo, IO-540,
full EFII management system!
Race Coordinator STOL Drag coming to Reno, 2019
"so I got that going for me... which is nice."
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01-16-2014, 08:05 AM
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Join Date: Jan 2005
Location: Sedona Arizona
Posts: 349
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Quote:
Originally Posted by rcpaisley
Hi Randall,
With the Dual ECU EFII system, there are two ECUs, a dual crank trigger, dual IAT sensors, and dual MAP sensors. In other words each ECU has its own critical sensors.
In operation, one ECU runs the top plugs, and one ECU runs the bottom plugs at all times. There is an "ECU Select Switch" that mounts in the instrument panel. This switch is hard wired into the EFII harness. There is nothing for the customer to do in this regard except mount the switch in the panel. The ECU Select Switch transfers control of the injectors from one ECU to the other. It simply switches the trigger (negative) side of the injectors between the ECUs. This is the only function of this switch. This scheme has allowed us to offer the benefit of a fully redundant ECU setup while adding very little to system complexity. This offers the best compromise of redundancy plus reliability.
If you were to lose an ECU, you would only lose one set of plugs. Due to the high energy nature of our system, this poses only a very small loss in power.
There is an addendum at the end of the installation manual which discusses all this in further detail. The manual can be found linked near the bottom of our Customer Area page on the website.
We have been shipping dual ECU systems for about two years now. It has become a popular option and represents approx 60% of system sales at this point.
Robert Paisley
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Thanks for the response here Robert. I have studied the install manual and the dual ECU addendum. I just could not find the details on the wiring for the injector switching between the ECUs.
Randall
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01-16-2014, 08:09 AM
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Join Date: Jan 2008
Location: Upland, CA
Posts: 286
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ECU switch
Hi Randall,
The ECU select switch is prewired into the harness. No customer wiring necessary.
Robert
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01-16-2014, 08:11 AM
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Join Date: Apr 2008
Location: Tennessee
Posts: 440
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Quote:
Originally Posted by Bluelabel
Looking forward to hearing back form you on this.....
BTW, Another 540 that is getting EFII just left Barret today.... dyno'd at 301HP!!! 
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My engine is also a Barrett with a three blade MT prop. It is VERY smooth. With the EFII system it might sound like a turbine!  
I also have the exhaust that Barrett recomended. I can't remember the vender. It seems to be less restrictive than the Vetterman that my friend has on his IO-540. When descending down to the airport it rumbles like a downshifted 427 ci. stockcar engine. Awesome!
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01-16-2014, 09:15 AM
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Join Date: Aug 2013
Location: San Diego, Ca
Posts: 431
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Quote:
Originally Posted by JDanno
My engine is also a Barrett with a three blade MT prop. It is VERY smooth. With the EFII system it might sound like a turbine!  
I also have the exhaust that Barrett recomended. I can't remember the vender. It seems to be less restrictive than the Vetterman that my friend has on his IO-540. When descending down to the airport it rumbles like a downshifted 427 ci. stockcar engine. Awesome!
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Dan,
So you managed to get a Forseling Exhaust? You must have had it for a while... I spoke with him and he's pretty much retiring, not making anything anymore. Which leaves Vetterman as the only option if you need exhaust for a 540 with CAI. Unless there's someone else I don't know about....
I too am doing a 3 blade MT... Where did you get it? I'm planning on working with American Propeller here in CA. I can't get much info on color options from them. I just want the tips to match our paint.
Thanks,
JW
__________________
John Walker
RV-10 N265WD
"Miss Whiskey Delta"
BPE IO-540, FULL EFII
KMYF, San Diego, Ca.
KEOS, Neosho, MO
Crew Chief
Grove Aero Super Legacy Reno Racer,
twin turbo, IO-540,
full EFII management system!
Race Coordinator STOL Drag coming to Reno, 2019
"so I got that going for me... which is nice."
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01-16-2014, 10:25 AM
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Join Date: May 2010
Location: Baton Rouge, La.
Posts: 753
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Quote:
Originally Posted by lammers4699
I am building an RV-10 in Waller and I am also using the EFII system. I am still about one year away from first engine start and I am looking for anybody else using this system and their experiences.
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Hey Peter, P.M. Sent
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