Ford edis with megajolt

[rwtalbot]

Originally Posted by Toobuilder

After all, the entire accessory gear train in a Lycoming depends on a single 5/16 bolt securing the crank gear- yet we don't give that much thought.

To compare the reliability of a home brewed, one of a kind crankshaft position sensor installation with a component that is the subject of numerous SBs and has 60+ years and millions of hours in service doesn't really work for me.

This whole thread started with Dan building a rear mounted pickup. Presumably he had his reasons despite both of us acknowledging the additional complexity.

We all have different views on this stuff and that's fine. My personal design goal is zero probability of a single failure taking out both ignitions.

[DanH]

Originally Posted by rwtalbot

My personal design goal is zero probability of a single failure taking out both ignitions.

Go for it. I can see a little higher risk per trigger, but an argument for low risk of double failure makes sense.

[N363RV]

Maybe I missed it in an earlier post...

Dan.. I see pics in post #4..
What High voltage power pack are you using? ie. What year/model car/truck did it come from?
Did you make your spark plug wires or did you buy some off the shelf?
What spark plugs are you using? Gap?

I know you use a IO390. Do you feel that these parts would work well for an O360 lycoming? I saw that Kirk has a 360. Are you guys running the same power pack, wires and spark plugs?

Thanks.

[DanH]

Originally Posted by N363RV

Dan.. I see pics in post #4..
What High voltage power pack are you using? ie. What year/model car/truck did it come from?

Follow the link in post#4 and read the Megajolt manuals. The popular EDIS-4 module seems to be a new or used Motorcraft DY-630, Module F1CZ-12K072-A, taken from a 91 to 96 1.9L Escort or Tracer. Also Standard Motor Products LX239.

I assume "power pack" means coils? There are two Ford choices, early and late, plus dozens of others that are compatible. Zillions of sources.

Did you make your spark plug wires or did you buy some off the shelf? What spark plugs are you using? Gap? I know you use a IO390Do you feel that these parts would work well for an O360 lycoming?

Made up plug wires. Components here: http://www.kingsborne.com/

I use long reach plugs, so they will be different. Everything else is the same.

[DanH]

Update for those following along.

The wiring shown a few posts previously has one sneaky failure mode. If the path between the main contactor and the second battery should become open for some reason (broken wire, failed terminal, fusible link or diode burns open), the ignition would continue to operate normally...until the battery ran dead. It's not a critical failure; the other ignition would be unaffected. However, the "mag drop" is so small that a pilot might not notice. The only other clues might be a change in EGT and perhaps some slight roughness if LOP at the time.

It needs an voltage monitor, something to draw attention to a loss of alternator voltage on the second ignition. The EFIS already monitors the main bus, so that's covered. My GRT Sport doesn't have an available input for the monitor task, so I went looking for a suitable stand-alone device. This one fit the bill, and it was a whopping $4.59, delivered:

http://www.tomtop.com/modules-219/p-e1021.html



The digital display is for setting the upper and lower voltage limits, using the three buttons. It's a "set and forget"; the board is mounted in a sealed box under the panel. If line voltage goes over or under the limits, it closes the relay and sets off a buzzer. I installed a flashing LED under the #2 ign switch, and set the lower limit at 12.8V:



Function is dirt simple. The LED flashes when the ignition switch is moved to ON, prior to engine start, as battery voltage alone is below 12.8. That's the self test. It stops flashing when the alternator comes on line after start. If it flashes in flight, there is something wrong. The buzzer can't be heard in flight, but it's a perfect volume to warn that I've left the ignition on after shutdown, a nice bonus.

[mtnclimber]

I've order one for the 8 and one for the 9A.

Seems like a great safety feature if using a non standard battery.

Easy to implement as adjustable over-voltage 'Crowbar' with SCR.

Roger Bloomfield

[Chkaharyer99]

Originally Posted by DanH

Update for those following along.

The wiring shown a few posts previously has one sneaky failure mode. If the path between the main contactor and the second battery should become open for some reason (broken wire, failed terminal, fusible link or diode burns open), the ignition would continue to operate normally...until the battery ran dead. It's not a critical failure; the other ignition would be unaffected. However, the "mag drop" is so small that a pilot might not notice. The only other clues might be a change in EGT and perhaps some slight roughness if LOP at the time.

It needs an voltage monitor, something to draw attention to a loss of alternator voltage on the second ignition. The EFIS already monitors the main bus, so that's covered. My GRT Sport doesn't have an available input for the monitor task, so I went looking for a suitable stand-alone device. This one fit the bill, and it was a whopping $4.59, delivered:

http://www.tomtop.com/modules-219/p-e1021.html



The digital display is for setting the upper and lower voltage limits, using the three buttons. It's a "set and forget"; the board is mounted in a sealed box under the panel. If line voltage goes over or under the limits, it closes the relay and sets off a buzzer. I installed a flashing LED under the #2 ign switch, and set the lower limit at 12.8V:



Function is dirt simple. The LED flashes when the ignition switch is moved to ON, prior to engine start, as battery voltage alone is below 12.8. That's the self test. It stops flashing when the alternator comes on line after start. If it flashes in flight, there is something wrong. The buzzer can't be heard in flight, but it's a perfect volume to warn that I've left the ignition on after shutdown, a nice bonus.

Dan,

Your diagram depicted immediately above in white over black shows a relay and a volt meter between the diode and smaller battery.

Is the relay on the blue (Tomtop) circuit board shown above the same relay as the one depicted in the white over black diagram?

Is the "voltmeter" depicted in the white over black diagram actually the LED you have mounted under the switch labeled "Mag 2"?

How's it all working? Anything you'd change or do differently.

I am preparing to install dual EI (SDS) and I'm interested in using this concept.

Thank you,

[DanH]

Originally Posted by Chkaharyer99

Dan,

Your diagram depicted immediately above in white over black shows a relay and a volt meter between the diode and smaller battery.

Is the relay on the blue (Tomtop) circuit board shown above the same relay as the one depicted in the white over black diagram?

Is the "voltmeter" depicted in the white over black diagram actually the LED you have mounted under the switch labeled "Mag 2"?

How's it all working? Anything you'd change or do differently.

I am preparing to install dual EI (SDS) and I'm interested in using this concept.

Thank you,

No, it's an additional check feature. You've pulled up a diagram from another thread. The voltage monitor can be seen at the lower left, parallel with IGN2. It warns if the small IGN2 battery is not being charged.

The relay, push-to-test switch, and the voltmeter (center of the diagram) allow a check of the battery itself, in flight. Pushing the button disconnects the secondary battery from the rest of the electrical system and displays its voltage under IGN2 load. The voltage monitor will light its panel LED at the same time, since the voltage will drop below 12.8V.

The inexpensive voltage monitor has been flying since early this year. I have collected the parts for the push-to-test-the-battery circuit, but have not yet installed it.

[Chkaharyer99]

Thank you for the explanation. Its simple.

[sblack]

Frank there is a guy at Kars Rideau Valley Airpark (just south of Ottawa right on the Rideau River) named Jim Scoles who is running the Megajolt with a Ford EDIS module in an O-200 powered Tailwind. I'm sure if you dropped in to see him he would be happy to show it to you.