Over the weekend, Dave Anders flew his super fast RV4 with SDS EFI which replaces the Bendix style mechanical injection. He was never entirely happy with the GAMI spread across the whole range of power settings he flies at. With the EFI, he can quickly tune each cylinder in flight to get everything even.
He's starting to log some performance data and temperatures in his usual thorough way.
Dave's running a different setup that most Lycoming customers- using 2 LightSpeed PlasmaIIIs to do the ignition chores. These feed a tach signal to the SDS ECU.
He's running a 65mm throttle body and new pressure recovery ram intake design which is netting 1.5 inches more MAP than ambient and .6 better than his best previous design.
A Sky Dynamics plenum is fitted and he has his injectors mounted on the inside of the induction tubes due to cowling clearance issues. Heads are flow matched so he has the best possible combination of induction parts as far as equal airflow is concerned.
His new Lycon engine has a bit lower compression ratio than the previous one so it will be interesting to compare numbers when all tweaking is complete.
It's a pleasure to be associated with Dave. He does fabulous work and documents his testing very well.
Dave is reporting much better cold and hot starting than the mechanical FI offered and a super smooth idle down to 650 rpm.
One of his early comments: "I have 2500 hrs on my plane and it’s never run smoother!!!"
I'll update as more data comes in from Dave.
He's starting to log some performance data and temperatures in his usual thorough way.
Dave's running a different setup that most Lycoming customers- using 2 LightSpeed PlasmaIIIs to do the ignition chores. These feed a tach signal to the SDS ECU.
He's running a 65mm throttle body and new pressure recovery ram intake design which is netting 1.5 inches more MAP than ambient and .6 better than his best previous design.
A Sky Dynamics plenum is fitted and he has his injectors mounted on the inside of the induction tubes due to cowling clearance issues. Heads are flow matched so he has the best possible combination of induction parts as far as equal airflow is concerned.
His new Lycon engine has a bit lower compression ratio than the previous one so it will be interesting to compare numbers when all tweaking is complete.
It's a pleasure to be associated with Dave. He does fabulous work and documents his testing very well.
Dave is reporting much better cold and hot starting than the mechanical FI offered and a super smooth idle down to 650 rpm.
One of his early comments: "I have 2500 hrs on my plane and it’s never run smoother!!!"
I'll update as more data comes in from Dave.
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