| Hi Steve I found it would jump all over the place there was no steady reading until I installed the restricter, that was installed atop of my plenum that I made, then I stuck it at the base of the throttle body and I got a little more accurate readings, but the restricter made all the differance for me the poor old computer didn't know what to make of it at first and was backfiring and carrying on and couldn't get a steady rpm at all. As soon as I changed the position it ran allot better and smooth. Now even with 90mm tb and the p port its like a turbine down to 1800rpm, nice and smooth
Cheers On Saturday, 30 July 2016, Neil Unger < flyrotary@lancaironline.net> wrote:
Steve, I did initially install the MAP sensor pipes in the oiling
holes and it was a total failure due to getting both vacuum and pressure in each
cycle. Changed it back to just under the throttle bodies and all was
well. Oil holes definitely not! Neil.
Sent: Friday, July 29, 2016 11:37 PM
Subject: [FlyRotary] Re: Further testing
Hi
Christian
What did irregular map signals look like in terms of engine running on your
engine?
What engine/setup do you have?
Steve
Hi Steve
Just my 2 cents, I had irregular map signals so I installed a mig welding
tip for .6 wire and that sorted it out simply for me.
Cheers
Christian On Friday, 29 July 2016, steve Izett < flyrotary@lancaironline.net>
wrote:
Hi
Guys
We did further testing of the Renesis today. Would really
appreciate your heads on this.
Last series of tests we had this major
missing and noise which I think is fuel exploding in the exhaust.
This
happens at various RPM’s based on load from the adjustable prop.
With
fine pitch it would spin out to just over 7000rpm before striking this
mayhem.
With medium pitch it would get to 6000rpm before the same
symptoms.
From memory these were both at about 22-23 inches of Hg.
My
Wideband O2 is malfunctioning at present.
The narrowband response time
appears to slow to discover what the mixture is doing during the
episodes.
Also still having trouble with the EM3. Sometimes display
reads what appears to be an error message and at other times stops reading
RPM.
The Skyview Engine monitor has the same issue at the same RPM so
appears directly related.
I changed the input on the Skyview to the
Standard RPM input as I incorrectly fed the injector pulse to the lower
voltage input, but this made no difference.
I had wondered if the
secondary injectors weren’t getting power and as a consequence when it
staged to all 4 injectors the trouble began.
Using the EM3 display
(staging asterisk) and switching power off to the secondaries I was able to
ascertain that the secondaries appear to be functioning fine.
I did
notice that the point of staging appears to be not solid.
This takes me
back to Ed’s comments re damping the manifold signal to the EC2.
Sorry
Ed, you might have had it right last week. I thought because it was running
so smoothly up to 23 inches that it wasn’t a signal issue.
Maybe the
wavelength/timing of those pulses at ~6000rpm matches the manifold signal
tap position!
Ed, you mentioned either small orifice or accumulator.
I estimate the volume of the signal line to be approx 18 cubic
centimetres.
My gut was that the accumulator required to damp the signal
would need to be an order of magnitude larger. (total guess)
So maybe 180
cc’s but thats half a Coke can! Seem’s way to big.
Ed, did I understand
you right that a small fuel filter can do the trick? I thought they would
only be about 10 cc’s in volume.
I suppose if the pulses are very
narrow/short maybe thats all to takes to damp out the pulses.
Can I
ask the group please. Who had trouble with manifold signal and what was the
solution that worked best.
Paul Lamar advocates tapping the signal from
the oil injection ports. Has/is anyone using this solution?
Thanks
very much everyone.
Steve Izett
Glasair Super II RG
Reneis 4
port EC2 EM3 RD1-C
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