I'm in the same boat as you, Al.  Although I'm running a turbo it seems
that  I will need the MAP reference version for sure.  Do you have the
contact at TWM who said they would give you credit?  Will the MAP
version fit in the same fuel rail as the non-map version?  Thanks,

David Leonard
The Rotary Roster:
http://members.aol.com/_ht_a/rotaryroster/index.html

> -----Original Message-----
> From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
On
> Behalf Of Al Gietzen
> Sent: Wednesday, August 13, 2003 8:11 AM
> To: Rotary motors in aircraft
> Subject: [FlyRotary] Injectors
>
>
>
> BTW, how did switching the primary & secondary injectors work out for
> easing
> the step from 2 to 4 injectors at stagging point?
>
> Tracy
>
> Hasn't been tried yet.  Still working on engine installation on the
> airplane, and expect it will be months yet until I run the engine
again.
> It does look like my wiring harness will work for the switch.
>
> The staging point wasn't the main issue; it was excessively rich at
low
> speed (low MAP), a combination of the larger primary injectors, and a
> constant pressure fuel pressure regulator.  I spoke with TWM Induction
> yesterday, and they seemed amenable to allowing me to return the
> regulator for credit toward the version with MAP reference.  The MAP
> referenced regulator is about $100 more.
>
> By the way, he did concur that the MAP referenced version is generally
> used for turbo application.  Perhaps your EC-2 specs should mention
that
> the base mapping assumes MAP referenced pressure regulator (that is
> true, right?) for us NA guys that got constant pressure regulators.
>
> I haven't made the final decision on whether to get lower flow
> primaries, but it seems it will require changing the fuel rail since
> apparently there aren't any lower flow injectors that can go into the
> stock side-feed 20B rail.
>
> Al
>
>
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