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M84 1865.00 AU....I was going to go with Tracy's Equipment and I am sure it would have worked fine,but the engine builder has had a lot of experience with Motec and Tuning ect. I yielded to there wisdom.
KIND REGARDS Thomas Giddings 727 858 1772
On Apr 11, 2014, at 10:42 PM, Neil Unger wrote:
You have taken the top line ECU, but very expensive.
Sent: Saturday, April 12, 2014 12:36 PM
Subject: [FlyRotary] Re: Switcheroo from turbo to
not
My
engine will be run by a Motec. It is australian as well..
KIND REGARDS
Thomas Giddings
727 858 1772
On Apr 11, 2014, at 10:06 PM, Neil Unger wrote:
No secret really, just a microtech ECU which is Australian! (Had to
get that one in!) I can only go by the A/F ration as per fuel
burn. With tracy’s I kept it at around 12.5 as the engine seemed happier
there, while the microtech is running great at 13.5 to 14. However I
must add there that I have now been advised to richen that to a max of
13.5, so have to make a few further adjustments there. Knowing fuel burn
other than that is impossible as Tracy’s engine monitor does not
recognise the pulse from the injectors, or I have probably stuffed up the
wiring somewhere. I also had to put a thermostat back in the line as the
ECU works from water temp, MAP, a fuel map and a TPS. You have to set an
idle map, a load map, then a WOT map. Tracy’s is easier to map, but
needs the knob to continually fine tune the mix which was very useful.
Having finally got the ECU map right in the new ECU (I hope) it is simply just
a transfer of the numbers to any other similar engine. The final setting
I have to set is the automatic lean out in cruise. Once you no longer
fiddle with the throttle for a few minutes the ECU says, I can lean this out
for cruise, so does so to what you have set (adjustable). It
automatically richens for start and progressively leans as the engine warms
up. Once you hit the magic 85 degrees then the fuel map is as
programmed. I have had grief with blowing the main fuse to the ECU by
turning off at the master switch. Simple cure is to now kill the engine
with the coil isolation switchs. My new EGT of 1725 is at an A/F ratio
of almost 14, so can be lowered further by more fuel and possibly advancing
ignition by a degree or two. A local rotary racing bloke tells me that
he gets up to 45 degrees BTDC. AS usual, so much to learn.
Neil.
Sent: Saturday, April 12, 2014 8:56 AM
Subject: [FlyRotary] Re: Switcheroo from turbo to
not
Ok...We
all gotta know..which ECU and did your fuel burn increase>:)
KIND REGARDS
Thomas Giddings
727 858 1772
On Apr 11, 2014, at 6:28 PM, Neil Unger wrote:
Your EGT is interesting. I could easily get up to 1850 degrees at
WOT. over about 5 hours I managed to burn out 2 sets of EGT probes due
to heat. Then I managed to stuff up Tracy;s ECU which mandated a
return for repair. While waiting for it’s return I had the offer of a
different ECU. Once wired in and set I found that the max EGT that I
now get is 1725 degrees. Nothing else has been changed. The only
difference between this unit and Tracy’s is that this has a trigger box
which I suspect gets the spark away just that fraction quicker and may in
fact make the spark advanced over Tracy’s. The new unit sits at 27
degrees BTDC at WOT. Would like Tracy to chime in on this one as
my expertise is mechanical, certainly not electrical. It may
also be imagination, but the exhaust seems quieter.
Neil.
Sent: Saturday, April 12, 2014 8:14 AM
Subject: [FlyRotary] Re: Switcheroo from turbo to
not
Sounds like a prudent plan to me.
Sent from my iPad
I went out to the Hangar
last Tuesday to start installing the intercooler. Well, at least to fit a
few tubes and hoses, then hold up some parts and make plans.
As I took the air discharge tube off the compressor, I noticed the
whole turbo compressor & bearing assembly wiggling around on the
turbine housing!
I checked all the mounting bolts and clips, everything was tight.
So I took the turbo off the engine, and realized that I probably
cooked the turbine housing. I did see EGT excursions to 1800F. What's
worse, I had a new turbo blanket. I think a heat shield would have been
better, so some cooling air could pass over the housing, but still block
radiant heat.
Bummer.
So I decided to go with Plan B: I ordered the bits and tube bends to
switch to naturally aspirated operation. I'm keeping the exhaust header
that the turbo sat upon, and replacing everything else past the bottom of
the firewall, to the new pipe & muffler I recently added.
I'm retaining the ability to 'Go Turbo' later, but I've become
curious about what the turbo must boost to equal full throttle of
'Naturally Aspirated'.
I did build and have been running a tuned intake manifold. The
exhaust won't be a tuned header, but it is pretty good, possibly better
than the stock exhaust reactor and a whole lot lighter. It has port
discharge nozzles (reversion cones) EGT probes and a gentle sweeping
shape. Plus it's proven strong while carrying the weight of the turbo
beyond 1800F, and it passed inspection. I trust it.
So I hope to run it, find the performance satisfactory, the fuel
consumption significantly reduced, and use 87 octane ethanol free mogas
instead of 92. (low compression rotors)
Also, I can advance the timing to the NA spec.
Anyone see a problem or have
advise?
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