Ei for IO540

[Flying again!]

Originally Posted by Bill.Peyton

What was the price they offered?

$1450 including harness and auto plug adapters. The regular price once in production will be about $1800.

Payback in about 250 hours with fuel alone...... Assuming 10-15% fuel savings.

I work near Azle where they are located so I will drop by some time this week to see where they are as far as production readiness.....

[Bill.Peyton]

I would be curious where they are regarding production. Let us know what you find....

This forum is great! How'd they do it before the internet?

I think the answer for me is... Do nothing until I get the cylinders flow matched. If I can run LOP smoothly I may not do anything with the EI until some of the new products hit the market.

Bob, the only fault I can find with the G3I is that the timing is still fixed at 20 deg. and you have to mod both of your mags....

[rocketbob]

Originally Posted by Bill.Peyton

I think the answer for me is... Do nothing until I get the cylinders flow matched. If I can run LOP smoothly I may not do anything with the EI until some of the new products hit the market.

One thing not mentioned is that idling is much smoother on EI, especially when the engine is cold. The RV-6 I'm flying now shakes horribly on startup with dual 4371's with only 80 hours on them...my -6 on startup was much smoother. The gold box Electroair ignition on my RV-6 worked great and have two of the six-cylinder old gold boxes on my Rocket.

[paul330]

It has just occurred to me that with the time-scale, Emagair could well be using Oshkosh to launch the P200.

The introductory price sounds very attractive but I remember the teething problems with the Pmag-4 (yes, I've been building that @#$% long!). Since I'm not going to be ready to fire up for another 12-18 months I'm wondering whether to wait and pay the extra.

For me in the UK, the Pmag concept is a godsend. The regs here still insist on keeping one traditional mag but with Pmag it has been successfully argued for a dual fit on the grounds of equivalency. To my mind, it makes no sense to fit traditional mags when a product like this is available unless you have an aircraft without an electrical system.

[Mike S]

Paul, I suspect the knowledge gained from solving the problems of the 4 cyl unit, will give the 6 cyl unit a head start on the reliability curve.

[paul330]

Mike

Yes, you are probably right. Most of the problems were due to overheating which they fixed with the use of blast tubes. I guess $700 is not to be sneezed at.........

[Mike S]

http://www.vansairforce.com/communit...ad.php?t=79929


And http://www.regandesigns.com/index.htm

[bpattonsoa]

Fly it for the 25 hour test period and then put in a Lightspeed. If you put it in before your inspection you will have a 40 hour test period. After 25 hours you can assign your own test period, min. 5 hours (I think, may be less).

Do the flywheel magnets in your initial build.

Did it with my -6A, except I used his mag. hole pickup. Had a switch for the Lihgtspeed and all wiring labled "spare".

[kbelue]

Originally Posted by Auburntsts

Bill,
You don't need the SlickStart Module for your 6393 retard breaker mag in order for it to start your engine. It can help if the mag is having problems, but is not required. The choice to switch to an impulse coupled mag is more along the lines of do you want a mechanical system (the impulse coupler) or the battery (the retard breaker) to give you the extra "spark" to start the engine? My Barrett IO-540 came with the 6393 as well and I'm sticking with it.

Here's a good read on all things magneto:
http://www.avweb.com/news/maint/182843-1.html

I'm curious - If you have a retard breaker mag and you're not using a Slickstart or vibrator box, how are you starting on that mag?

Kevin Belue
RV-6A
RV-10

[RV10inOz]

Fly it for the 25 hour test period and then put in a Lightspeed. If you put it in before your inspection you will have a 40 hour test period. After 25 hours you can assign your own test period, min. 5 hours (I think, may be less).

Do the flywheel magnets in your initial build.

Did it with my -6A, except I used his mag. hole pickup. Had a switch for the Lihgtspeed and all wiring labled "spare".

I would consider this to be BAD ADVICE.

While I am not familiar with the US regs here that would constitue a major modification and require consultation with the AP who issued the CofA, and you may get more phase one hours as a result.

Walt.....where are you?

On a slightly different front, did anyone see the stats in the last EAA magazine? Electronic Ignition was responsible for twice the engine failures of Magneto's and possibly many more problems that are unreported.

I may be conservative, but for me until there is a certified engine with them readily available in remote places like Oz, I am sticking to the old Maggies.

If you compare the current units to the PRISM system and it's constant monitoring of ICP, and consider that PRISM is still not on the market yet, you would have to say it is not as simple as it seems on the surface.

Anyway each to his own.....and yes I do fly some RV's with them, just not IFR