RV8 with O-360A1A Converting over to Fuel Injection with FM-150

Hey y'all, decided to post up after searching the forums to no avail. Who in here has converted their carbureted RV-8 over to Fuel Injection (vertical sump)? I just got the FM-150 kit in the mail from Airflow Performance. Started looking through the boost pump, other parts etc. I do feel overwhelmed but determined to get fuel injection on my plane. I'm not the builder, I will have an A&P to do this with me obviously. I just want to see how others decided to proceed forward. I do know I'm probably going to have to get some new fuel lines and throttle/mixture control cables etc... The fuel filter and boost pump have me slightly hesitant knowing how much space it needs versus how much available space there is. The original builder followed Van's plans almost to the T in terms of the carbureted fuel system. Any photos or experience? I know I can't be the only one! I need this before I put a flop tube in. I decided this was the better move over a pressure carb. Thanks!

- Gabe

I've converted a carbureted RV-6 to fuel injection with an Airflow Performance kit. RV-8 can't be that much different.

I bought this pump, bypass and filter assembly: https://store.vansaircraft.com/rv-6...and-installation-kit-7-7a-f-i-pump-kit-1.html. The filter is mounted on the left wall of the cockpit where RV-6's usually put Facet fuel pumps. The new pump/bypass assembly is under the seat. Fuel valve wasn't changed. The in-cockpit conversion work wasn't as bad as I thought it'd be, it took two people (including someone who was way better at it than me!) about a day.

Firewall-forward, I used an Airflow Performance FM150 kit for an O-320, which included fuel servo, flow divider, injectors, and hard-lines. I needed to supply flexible hoses, which are Teflon stainless-steel braided with AN fittings procured from a performance car workshop. Needed a Lycoming high pressure engine driven fuel pump too, obviously.

The FAB needed a small amount of modification to make it fit the cowl, because the FM150 servo isn't the same height as a carb.

The entire conversion process only took a few days, but it benefited from having someone with massive expertise, and from the fact that we were starting with a freshly overhauled engine that hadn't been hung yet so we had unobstructed access to everything we needed to wrench.

It probably isn't as big a job as what you're afraid of. The FAB modifications were probably the worst bit.

- mark

newt said:

It probably isn't as big a job as what you're afraid of. The FAB modifications were probably the worst bit.

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AFP sells phenolic spacers to adjust the overall length of the FM150 package to match the original carb.

DanH said:

AFP sells phenolic spacers to adjust the overall length of the FM150 package to match the original carb.

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Is that for horizontal induction? I needed to take length OUT of the FAB to make it fit my vertical induction configuration; The FM150 was about half an inch longer than the carb it replaced.

- mark

newt said:

Is that for horizontal induction? I needed to take length OUT of the FAB to make it fit my vertical induction configuration; The FM150 was about half an inch longer than the carb it replaced.

- mark

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Vertical. I had the opposite case, carb longer than the FM150. No idea why.

Do you really need a flop tube? Difficult to fit and not really worthwhile, engine will keep running upside down for several seconds

I'm a big fan of the AFP purge valve even with the FM150, makes Hot starts easier to deal with.

penguin said:

Do you really need a flop tube? Difficult to fit and not really worthwhile, engine will keep running upside down for several seconds

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I may do a flop tube in the future but right now I’m just honing in on the AFP FI and getting it done.

penguin said:

Do you really need a flop tube? Difficult to fit and not really worthwhile, engine will keep running upside down for several seconds

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Unless you enjoy sustained inverted flight, you do not need inverted fuel. And if you do need inverted fuel for your maneuvers, you will also need inverted oil.
I have a Half Raven system that takes care of any excessive oil loss for momentary negative G. No inverted fuel or oil. This setup is capable of Primary and Sportsman IAC programs,
but some maneuvers may be difficult to perfect due to potential engine/prop overspeed from low oil pressure.
I have an AFP conversion FM150, done by Base Leg Aviation in Atlanta. No new cables needed. A couple fuel lines changed, but using braided stainless makes this easy.
A phenolic spacer for the servo makes it line up with the existing cowling intake. I have EarthX battery and electronic ignitions, so hot starts are not an issue.
Walt: Do you do these types of modifications?