Today's Message Index:
----------------------
1. 01:46 AM - Engine Shop experiences?? (Martini Luc J.R.)
2. 05:39 AM - Re: Engine Instruments for Subaru (Dennis O'Connor)
3. 07:19 AM - Re: Engine Instruments for Subaru (Tracy Crook)
4. 07:23 AM - Re: Engine Instruments for Subaru (Tim Andres)
5. 07:26 AM - fuel injection (Gary Casey)
6. 07:30 AM - Re: Fuel Injection 0-360 (Tracy Crook)
7. 07:57 AM - Re: Engine Instruments for Subaru (James R. Cunningham)
8. 08:07 AM - Re: Fuel Injection 0-360 (James R. Cunningham)
9. 11:38 AM - Lycoming Fuel Injection (flyseaplane)
10. 12:05 PM - Re: Engine Instruments for Subaru (Dennis O'Connor)
11. 12:25 PM - Re: Fuel Injection 0-360 (Tracy Crook)
12. 12:53 PM - Re: Engine Instruments for Subaru (Tracy Crook)
13. 01:30 PM - Re: Fuel Injection 0-360 (Livingston John W Civ ASC/ENFD)
14. 01:52 PM - Pressure drop/boiling point (Fergus Kyle)
15. 04:09 PM - Re: Engines-List Digest: 17 Msgs - 01/22/03 (Greg P Jannakos)
16. 05:59 PM - Re: Engine Instruments for Subaru (Tim Andres)
17. 08:02 PM - copper gasket (Dave Ford)
Message 1
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| Subject: | Engine Shop experiences?? |
--> Engines-List message posted by: "Martini Luc J.R." <martini@foxinternet.net>
After nearly 6 months of my engine sitting at the engine shop, they finally sent
me a written estimate. The price jumped from and initial $6000 which I had
told them a local shop in British Columbia could do the repair for, and they
agreed they could as well to $23,000 with labor charges alone, amounting to
what they had said they would do the entire job for, including parts. Considering
I supplied 6 new cylinders, that puts the asking price at over what Lycoming
charges for a complete overhaul, and Lycoming puts ALL new parts in the
engine.
The difference betweent he shops was that the local shop does not do many of these
older engine types, and the shop in Van Nuys supposedly does.
I sent the invoice the Van Nuys shop sent to the local shop, and was told that
a lot of the very expensive NEW parts (with large mark up for the engine shop)
did not have to be put in on a repair, and that the amount of labor for this
repair would be no different than for a metal contamination inspection, in
fact a lot less because a metal contaminated engine requires one heck of a lot
of cleanup. This engine had already been cleaned and preserved. The reason for
the repair was that it had sat for 15 years, and showed signs of some surface
corrosion. A metal contamination inspection runs about $6000 including
bearings, seals etc.
They then wanted me to sign off on an e-mail they sent which erroneously stated
that I had received a prior written estimate... At that point I knew they were
trying to stick it to me.
Has anybody on the list had any "experiences" with "Pacific Continental Engines
Inc" of Van Nuys, CA.
Luc Martini
Message 2
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "Dennis O'Connor" <doconnor@chartermi.net>
OK, I'm game to learn... How can the pressure in the block differ from the
pressure in radiator when the two are directly connected with large hoses?
Or are you talking about a flow meter of some sort?
Denny
----- Original Message -----
From: "Tim Andres" <tim2542@charter.net>
Subject: Re: Engines-List: Engine Instruments for Subaru
> --> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
>
> You might want to consider a block pressure gauge, this will tell you what
> your water pump is doing (not system pressure which is controlled by the
> Radiator cap and different from block pressure) .......Tim
> ----- Original Message -----
> From: "Jim and Lucy" <jpollard@mnsi.net>
> To: <engines-list@matronics.com>
> Subject: Re: Engines-List: Engine Instruments for Subaru
>
>
> > --> Engines-List message posted by: Jim and Lucy <jpollard@mnsi.net>
> >
> > Hi Jeff
> > I went with the Grand rapids EIS. It takes the place of at least
> > 10 analog gauges. They have one especially for your motor
> > choice. The best thing I like about it is that it will tell you if
> > anything goes out of spec and turn on a warning circuit.
> > It also saves a huge amount of pannel space and is easier
> > to wire than individual gauges. I am not sure if I will like
> > the digital rpm readout. Ill have to see. I can add another
> > tach easy in my system if need be.
> >
> > The Grand Rapids people are very nice to deal with too.
> >
> > Jim Pollard
> > ch601hds
> > ea81
> >
> >
> > At 09:14 PM 1/22/2003 -0500, you wrote:
> > >-> Engines-List message posted by: "Jeff & Leslie"
<aggiesioux@mymdu.com>
> > >
> > >All righty folks ~
> > >
> > >Looking for some feedback in regards to engine instruments....
> > >
> > >I am looking into purchasing the Subaru-4cylinder/165hp for placement
> into
> > >an RV9(A)....as so many builders have already done.
> > >
> > >Now, without getting into the great "auto conversion vs. cert. aircraft
> > >engine" depate, I am curious to know what engine instrumentation other
> > >builders have chosen to install used when using this particular
> > >engine. Especially since it is liquid cooled and fuel injected. I am
> > >leaning towards the Grand Rapids EIS (fuel flow version). However, in
> > >place of that what other analog engine instruments are builders placing
> > >into their panels?
> > >
> > >Even though the "sales specs" mention that a CHT/EGT won't be
necessary,
> I
> > >am a firm believer that you can never have enough information at your
> > >fingertips as to how your engine is performing.....
> > >
> > >Appreciate any feeback as to the question mentioned above.
> > >
> > >Thanks,
> > >
> > >Jeff
> > >Potential RV-9(A) builder out in VA
> >
> >
>
>
Message 3
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
My coolant pressure gauge is connected mid-way in the system (between block
and radiators) and I do see a pressure increase with RPM that is unrelated
to temperature. This is the pressure drop through the rads. I understand
your confusion about how this is possible in a closed system while reading
'gauge' pressure referenced to atmosphere, but it does work this way.
BTW, the absolute pressure in the coolant system is 'X' pounds (pressure cap
rating) above atmospheric, not what you read on the gauge. In other words,
coolant pressure is going down as you climb in altitude. This means the
boiling point of coolant is also going down. So, for best cooling system
performance at altitude, use a high pressure cap. I use one rated at 30
PSI. Make sure all the hoses & parts in your cooling system are up to the
job.
Tracy Crook
13B powered RV-4 1300+ hrs.
----- Original Message -----
From: "Dennis O'Connor" <doconnor@chartermi.net>
Subject: Re: Engines-List: Engine Instruments for Subaru
> --> Engines-List message posted by: "Dennis O'Connor"
<doconnor@chartermi.net>
>
> OK, I'm game to learn... How can the pressure in the block differ from the
> pressure in radiator when the two are directly connected with large hoses?
> Or are you talking about a flow meter of some sort?
>
> Denny
> ----- Original Message -----
> From: "Tim Andres" <tim2542@charter.net>
> To: <engines-list@matronics.com>
> Subject: Re: Engines-List: Engine Instruments for Subaru
>
>
> > --> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
> >
> > You might want to consider a block pressure gauge, this will tell you
what
> > your water pump is doing (not system pressure which is controlled by the
> > Radiator cap and different from block pressure) .......Tim
> > ----- Original Message -----
> > From: "Jim and Lucy" <jpollard@mnsi.net>
> > To: <engines-list@matronics.com>
> > Subject: Re: Engines-List: Engine Instruments for Subaru
> >
> >
> > > --> Engines-List message posted by: Jim and Lucy <jpollard@mnsi.net>
> > >
> > > Hi Jeff
> > > I went with the Grand rapids EIS. It takes the place of at least
> > > 10 analog gauges. They have one especially for your motor
> > > choice. The best thing I like about it is that it will tell you if
> > > anything goes out of spec and turn on a warning circuit.
> > > It also saves a huge amount of pannel space and is easier
> > > to wire than individual gauges. I am not sure if I will like
> > > the digital rpm readout. Ill have to see. I can add another
> > > tach easy in my system if need be.
> > >
> > > The Grand Rapids people are very nice to deal with too.
> > >
> > > Jim Pollard
> > > ch601hds
> > > ea81
> > >
> > >
> > > At 09:14 PM 1/22/2003 -0500, you wrote:
> > > >-> Engines-List message posted by: "Jeff & Leslie"
> <aggiesioux@mymdu.com>
> > > >
> > > >All righty folks ~
> > > >
> > > >Looking for some feedback in regards to engine instruments....
> > > >
> > > >I am looking into purchasing the Subaru-4cylinder/165hp for placement
> > into
> > > >an RV9(A)....as so many builders have already done.
> > > >
> > > >Now, without getting into the great "auto conversion vs. cert.
aircraft
> > > >engine" depate, I am curious to know what engine instrumentation
other
> > > >builders have chosen to install used when using this particular
> > > >engine. Especially since it is liquid cooled and fuel injected. I
am
> > > >leaning towards the Grand Rapids EIS (fuel flow version). However,
in
> > > >place of that what other analog engine instruments are builders
placing
> > > >into their panels?
> > > >
> > > >Even though the "sales specs" mention that a CHT/EGT won't be
> necessary,
> > I
> > > >am a firm believer that you can never have enough information at your
> > > >fingertips as to how your engine is performing.....
> > > >
> > > >Appreciate any feeback as to the question mentioned above.
> > > >
> > > >Thanks,
> > > >
> > > >Jeff
> > > >Potential RV-9(A) builder out in VA
> > >
> > >
> >
> >
>
>
Message 4
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
Well just think about it for a second......how does a pump move coolant?
Pressure differential. If you want to try a little experiment just put a
pressure gauge in the block and rev up the engine. We did this routinely
when I worked a Diesel mechanic (CAT/Cummins). Typically saw 35 psi in the
block. This pressure may be higher than the Subaru as they also use it to
help control cavitation on the cylinder liners, but I think you will find a
significantly higher pressure in the block and if you break a belt or an
impellor fails this will tell you about it before the engine heats up. It's
also possible on the Soob (I dont know) that the pump discharges into the
heads first as opposed to the block in which case you would want to sample
cyl head pressure. The pressure is the result of the pump pushing coolant
through the block to head orifices. Try it I think you will be
suprised....Tim
----- Original Message -----
From: "Dennis O'Connor" <doconnor@chartermi.net>
Subject: Re: Engines-List: Engine Instruments for Subaru
> --> Engines-List message posted by: "Dennis O'Connor"
<doconnor@chartermi.net>
>
> OK, I'm game to learn... How can the pressure in the block differ from the
> pressure in radiator when the two are directly connected with large hoses?
> Or are you talking about a flow meter of some sort?
>
> Denny
> ----- Original Message -----
> From: "Tim Andres" <tim2542@charter.net>
> To: <engines-list@matronics.com>
> Subject: Re: Engines-List: Engine Instruments for Subaru
>
>
> > --> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
> >
> > You might want to consider a block pressure gauge, this will tell you
what
> > your water pump is doing (not system pressure which is controlled by the
> > Radiator cap and different from block pressure) .......Tim
> > ----- Original Message -----
> > From: "Jim and Lucy" <jpollard@mnsi.net>
> > To: <engines-list@matronics.com>
> > Subject: Re: Engines-List: Engine Instruments for Subaru
> >
> >
> > > --> Engines-List message posted by: Jim and Lucy <jpollard@mnsi.net>
> > >
> > > Hi Jeff
> > > I went with the Grand rapids EIS. It takes the place of at least
> > > 10 analog gauges. They have one especially for your motor
> > > choice. The best thing I like about it is that it will tell you if
> > > anything goes out of spec and turn on a warning circuit.
> > > It also saves a huge amount of pannel space and is easier
> > > to wire than individual gauges. I am not sure if I will like
> > > the digital rpm readout. Ill have to see. I can add another
> > > tach easy in my system if need be.
> > >
> > > The Grand Rapids people are very nice to deal with too.
> > >
> > > Jim Pollard
> > > ch601hds
> > > ea81
> > >
> > >
> > > At 09:14 PM 1/22/2003 -0500, you wrote:
> > > >-> Engines-List message posted by: "Jeff & Leslie"
> <aggiesioux@mymdu.com>
> > > >
> > > >All righty folks ~
> > > >
> > > >Looking for some feedback in regards to engine instruments....
> > > >
> > > >I am looking into purchasing the Subaru-4cylinder/165hp for placement
> > into
> > > >an RV9(A)....as so many builders have already done.
> > > >
> > > >Now, without getting into the great "auto conversion vs. cert.
aircraft
> > > >engine" depate, I am curious to know what engine instrumentation
other
> > > >builders have chosen to install used when using this particular
> > > >engine. Especially since it is liquid cooled and fuel injected. I
am
> > > >leaning towards the Grand Rapids EIS (fuel flow version). However,
in
> > > >place of that what other analog engine instruments are builders
placing
> > > >into their panels?
> > > >
> > > >Even though the "sales specs" mention that a CHT/EGT won't be
> necessary,
> > I
> > > >am a firm believer that you can never have enough information at your
> > > >fingertips as to how your engine is performing.....
> > > >
> > > >Appreciate any feeback as to the question mentioned above.
> > > >
> > > >Thanks,
> > > >
> > > >Jeff
> > > >Potential RV-9(A) builder out in VA
> > >
> > >
> >
> >
>
>
Message 5
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--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<I'm trying to find name of the manufacturer of a fuel injection system
for the 0-360. The guy is used by a lot of the high-performance engine
folks and apparently does not advertise. It's not Airflow Performance
Systems. But I can't find a thread on him.
Thanks
David>>
Are you thinking of a mechanical or electronic system?
Gary Casey
Message 6
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| Subject: | Re: Fuel Injection 0-360 |
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
----- Original Message -----
From: "David Schaefer" <dschaefer1@kc.rr.com>
Subject: Engines-List: Fuel Injection 0-360
> --> Engines-List message posted by: "David Schaefer"
<dschaefer1@kc.rr.com>
>
>
> I'm trying to find name of the manufacturer of a fuel injection system
> for the 0-360. The guy is used by a lot of the high-performance engine
> folks and apparently does not advertise. It's not Airflow Performance
> Systems. But I can't find a thread on him.
>
> Thanks
>
I'm still looking for 'ginney pigs' to try using EFI and computer controlled
ignition on their Lycs. If anyone is willing to tackle the job of
installing injector bungs, etc. in their intake manifold, I'm willing to
work with them to develop the proper software for my EC2 EFI/Ignition
controller to work on the Lyc (or any other aircraft engine.
A key part of the modification would be the mounting of crank angle sensors
in one of the magneto housings (after removing the old guts first). The
other mag could be retained.
The EC2 is already a dual-redundant controller but for further redundancy,
the stock carburetor could be retained and used as a throttle body for the
EFI. Fuel would be shut off to the carb for EFI operation. If the
unthinkable happened and both primary & backup controllers failed in the
EC2, fuel to the carb could be turned on and engine restarted with the one
good mag.
Let me know if any of you Lyc drivers are up for it.
Tracy Crook
> David
>
>
Message 7
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "James R. Cunningham" <jrccea@bellsouth.net>
Because of friction, bend, expansion, and contraction losses in a moving
fluid. The usual rules of fluid mechanics continue to hold.
JimC
Dennis O'Connor wrote:
>
> --> Engines-List message posted by: "Dennis O'Connor" <doconnor@chartermi.net>
>
> OK, I'm game to learn... How can the pressure in the block differ from the
> pressure in radiator when the two are directly connected with large hoses?
> Or are you talking about a flow meter of some sort?
>
> Denny
> ----- Original Message -----
> From: "Tim Andres" <tim2542@charter.net>
> To: <engines-list@matronics.com>
> Subject: Re: Engines-List: Engine Instruments for Subaru
>
> > --> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
> >
> > You might want to consider a block pressure gauge, this will tell you what
> > your water pump is doing (not system pressure which is controlled by the
> > Radiator cap and different from block pressure) .......Tim
> > ----- Original Message -----
> > From: "Jim and Lucy" <jpollard@mnsi.net>
> > To: <engines-list@matronics.com>
> > Subject: Re: Engines-List: Engine Instruments for Subaru
> >
> >
> > > --> Engines-List message posted by: Jim and Lucy <jpollard@mnsi.net>
> > >
> > > Hi Jeff
> > > I went with the Grand rapids EIS. It takes the place of at least
> > > 10 analog gauges. They have one especially for your motor
> > > choice. The best thing I like about it is that it will tell you if
> > > anything goes out of spec and turn on a warning circuit.
> > > It also saves a huge amount of pannel space and is easier
> > > to wire than individual gauges. I am not sure if I will like
> > > the digital rpm readout. Ill have to see. I can add another
> > > tach easy in my system if need be.
> > >
> > > The Grand Rapids people are very nice to deal with too.
> > >
> > > Jim Pollard
> > > ch601hds
> > > ea81
> > >
> > >
> > > At 09:14 PM 1/22/2003 -0500, you wrote:
> > > >-> Engines-List message posted by: "Jeff & Leslie"
> <aggiesioux@mymdu.com>
> > > >
> > > >All righty folks ~
> > > >
> > > >Looking for some feedback in regards to engine instruments....
> > > >
> > > >I am looking into purchasing the Subaru-4cylinder/165hp for placement
> > into
> > > >an RV9(A)....as so many builders have already done.
> > > >
> > > >Now, without getting into the great "auto conversion vs. cert. aircraft
> > > >engine" depate, I am curious to know what engine instrumentation other
> > > >builders have chosen to install used when using this particular
> > > >engine. Especially since it is liquid cooled and fuel injected. I am
> > > >leaning towards the Grand Rapids EIS (fuel flow version). However, in
> > > >place of that what other analog engine instruments are builders placing
> > > >into their panels?
> > > >
> > > >Even though the "sales specs" mention that a CHT/EGT won't be
> necessary,
> > I
> > > >am a firm believer that you can never have enough information at your
> > > >fingertips as to how your engine is performing.....
> > > >
> > > >Appreciate any feeback as to the question mentioned above.
> > > >
> > > >Thanks,
> > > >
> > > >Jeff
> > > >Potential RV-9(A) builder out in VA
> > >
> > >
> >
> >
>
Message 8
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| Subject: | Re: Fuel Injection 0-360 |
--> Engines-List message posted by: "James R. Cunningham" <jrccea@bellsouth.net>
Tracy, I might be interested, for an O-320.
JimC
Tracy Crook wrote:
>
> --> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
>
> ----- Original Message -----
> From: "David Schaefer" <dschaefer1@kc.rr.com>
> To: <engines-list@matronics.com>
> Subject: Engines-List: Fuel Injection 0-360
>
> > --> Engines-List message posted by: "David Schaefer"
> <dschaefer1@kc.rr.com>
> >
> >
> > I'm trying to find name of the manufacturer of a fuel injection system
> > for the 0-360. The guy is used by a lot of the high-performance engine
> > folks and apparently does not advertise. It's not Airflow Performance
> > Systems. But I can't find a thread on him.
> >
> > Thanks
> >
> I'm still looking for 'ginney pigs' to try using EFI and computer controlled
> ignition on their Lycs. If anyone is willing to tackle the job of
> installing injector bungs, etc. in their intake manifold, I'm willing to
> work with them to develop the proper software for my EC2 EFI/Ignition
> controller to work on the Lyc (or any other aircraft engine.
>
> A key part of the modification would be the mounting of crank angle sensors
> in one of the magneto housings (after removing the old guts first). The
> other mag could be retained.
>
> The EC2 is already a dual-redundant controller but for further redundancy,
> the stock carburetor could be retained and used as a throttle body for the
> EFI. Fuel would be shut off to the carb for EFI operation. If the
> unthinkable happened and both primary & backup controllers failed in the
> EC2, fuel to the carb could be turned on and engine restarted with the one
> good mag.
>
> Let me know if any of you Lyc drivers are up for it.
>
> Tracy Crook
>
> > David
> >
> >
>
Message 9
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| Subject: | Lycoming Fuel Injection |
--> Engines-List message posted by: "flyseaplane" <flyseaplane@netzero.net>
Tracy Cook,
Several years ago when I first bought my Lycoming O-290-D and needed a
carburetor (but could not find one) I was in close communications with Ross
Farnam (sp?) at Racetech - Simple Digital Systems www.sdsefi.com Also, I
have steel intake tubes and SDS was selling aluminum injector bosses. I
would have to buy one aluminum injector boss and use my lathe to duplicate
four copies out of steel bar stock so I could weld them into the steel
intake tubes.
I was almost ready to bite the bullet and buy the set-up when I found the
proper carb. Ross had sent a three view drawing of the hall-effect sensor
and I built a bracket for it. I will try to locate the bracket. I don't
remember when I last saw it. If this is the same part you are thinking
about, it will not fit in the mag housing.
Anyways, I am set on keeping my carb for now, but I have another project in
the works. I found a really small 4-cyl distributor at the wrecking yard. It
was not labeled but is from a Ford. Looks like maybe from a Ford Escort with
OHC engine or similar. It has the magnetic pick-up inside for electronic
ignition, and this might be capable of supporting the spark signal for EFI
as well. It is a VERY back-burner project and I haven't messed with it
lately. The two biggest headaches are adapting a Lycoming Mag gear to the
distributor and trying to figure out how to shield the dist cap and wires. I
HATE RF interference - don't like popping sounds in the headset! I will run
with my mags for now since they are new, and will experiment with the
distributor a little later.
Happy Building all,
Linc
Message 10
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "Dennis O'Connor" <doconnor@chartermi.net>
If the outlet hose is pinched you will show lots of block pressure, and
still burn it up...
For it to tell you much of anything other than the pump is rotating you need
a pickup in the radiator and display the difference in pressure... Which is
how the vacuum gage on your panel works... Absolute pressure is
meaningless...
----- Original Message -----
From: "Tim Andres" <tim2542@charter.net>
Subject: Re: Engines-List: Engine Instruments for Subaru
> --> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
>
> Well just think about it for a second......how does a pump move
coolant?
> Pressure differential. If you want to try a little experiment just put a
> pressure gauge in the block and rev up the engine. We did this routinely
> when I worked a Diesel mechanic (CAT/Cummins). Typically saw 35 psi in the
> block. This pressure may be higher than the Subaru as they also use it to
> help control cavitation on the cylinder liners, but I think you will find
a
> significantly higher pressure in the block and if you break a belt or an
> impellor fails this will tell you about it before the engine heats up.
It's
> also possible on the Soob (I dont know) that the pump discharges into the
> heads first as opposed to the block in which case you would want to sample
> cyl head pressure. The pressure is the result of the pump pushing coolant
> through the block to head orifices. Try it I think you will be
> suprised....Tim
> ----- Original Message -----
> From: "Dennis O'Connor" <doconnor@chartermi.net>
> To: <engines-list@matronics.com>
> Subject: Re: Engines-List: Engine Instruments for Subaru
>
>
> > --> Engines-List message posted by: "Dennis O'Connor"
> <doconnor@chartermi.net>
> >
> > OK, I'm game to learn... How can the pressure in the block differ from
the
> > pressure in radiator when the two are directly connected with large
hoses?
> > Or are you talking about a flow meter of some sort?
> >
> > Denny
> > ----- Original Message -----
> > From: "Tim Andres" <tim2542@charter.net>
> > To: <engines-list@matronics.com>
> > Subject: Re: Engines-List: Engine Instruments for Subaru
> >
> >
> > > --> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
> > >
> > > You might want to consider a block pressure gauge, this will tell you
> what
> > > your water pump is doing (not system pressure which is controlled by
the
> > > Radiator cap and different from block pressure) .......Tim
> > > ----- Original Message -----
> > > From: "Jim and Lucy" <jpollard@mnsi.net>
> > > To: <engines-list@matronics.com>
> > > Subject: Re: Engines-List: Engine Instruments for Subaru
> > >
> > >
> > > > --> Engines-List message posted by: Jim and Lucy <jpollard@mnsi.net>
> > > >
> > > > Hi Jeff
> > > > I went with the Grand rapids EIS. It takes the place of at least
> > > > 10 analog gauges. They have one especially for your motor
> > > > choice. The best thing I like about it is that it will tell you if
> > > > anything goes out of spec and turn on a warning circuit.
> > > > It also saves a huge amount of pannel space and is easier
> > > > to wire than individual gauges. I am not sure if I will like
> > > > the digital rpm readout. Ill have to see. I can add another
> > > > tach easy in my system if need be.
> > > >
> > > > The Grand Rapids people are very nice to deal with too.
> > > >
> > > > Jim Pollard
> > > > ch601hds
> > > > ea81
> > > >
> > > >
> > > > At 09:14 PM 1/22/2003 -0500, you wrote:
> > > > >-> Engines-List message posted by: "Jeff & Leslie"
> > <aggiesioux@mymdu.com>
> > > > >
> > > > >All righty folks ~
> > > > >
> > > > >Looking for some feedback in regards to engine instruments....
> > > > >
> > > > >I am looking into purchasing the Subaru-4cylinder/165hp for
placement
> > > into
> > > > >an RV9(A)....as so many builders have already done.
> > > > >
> > > > >Now, without getting into the great "auto conversion vs. cert.
> aircraft
> > > > >engine" depate, I am curious to know what engine instrumentation
> other
> > > > >builders have chosen to install used when using this particular
> > > > >engine. Especially since it is liquid cooled and fuel injected. I
> am
> > > > >leaning towards the Grand Rapids EIS (fuel flow version). However,
> in
> > > > >place of that what other analog engine instruments are builders
> placing
> > > > >into their panels?
> > > > >
> > > > >Even though the "sales specs" mention that a CHT/EGT won't be
> > necessary,
> > > I
> > > > >am a firm believer that you can never have enough information at
your
> > > > >fingertips as to how your engine is performing.....
> > > > >
> > > > >Appreciate any feeback as to the question mentioned above.
> > > > >
> > > > >Thanks,
> > > > >
> > > > >Jeff
> > > > >Potential RV-9(A) builder out in VA
> > > >
> > > >
> > >
> > >
> >
> >
>
>
Message 11
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| Subject: | Re: Fuel Injection 0-360 |
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
Hi Jim,
I'd be glad to work with you on using the EC2 EFI/Ignition on an O - 320.
You
will have to handle the plumbing chores and mounting the required sensors in
a mag housing. I would suggest taking the sensors & trigger wheels out of a
Mazda crank angle sensor and mounting those in the mag housing. I can
suggest sources of these.
In all honesty, it will probably take significant effort to get everything
ready for a change like this but if you want to proceed, let me know if you
have any other questions. Off-list would probably be better to avoid
clogging the list up with EFI conversion trivia.
All the best,
Tracy
----- Original Message -----
From: "James R. Cunningham" <jrccea@bellsouth.net>
Subject: Re: Engines-List: Fuel Injection 0-360
> --> Engines-List message posted by: "James R. Cunningham"
<jrccea@bellsouth.net>
>
> Tracy, I might be interested, for an O-320.
> JimC
>
> Tracy Crook wrote:
> >
> > --> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
> >
> > ----- Original Message -----
> > From: "David Schaefer" <dschaefer1@kc.rr.com>
> > To: <engines-list@matronics.com>
> > Subject: Engines-List: Fuel Injection 0-360
> >
> > > --> Engines-List message posted by: "David Schaefer"
> > <dschaefer1@kc.rr.com>
> > >
> > >
> > > I'm trying to find name of the manufacturer of a fuel injection system
> > > for the 0-360. The guy is used by a lot of the high-performance
engine
> > > folks and apparently does not advertise. It's not Airflow Performance
> > > Systems. But I can't find a thread on him.
> > >
> > > Thanks
> > >
> > I'm still looking for 'ginney pigs' to try using EFI and computer
controlled
> > ignition on their Lycs. If anyone is willing to tackle the job of
> > installing injector bungs, etc. in their intake manifold, I'm willing to
> > work with them to develop the proper software for my EC2 EFI/Ignition
> > controller to work on the Lyc (or any other aircraft engine.
> >
> > A key part of the modification would be the mounting of crank angle
sensors
> > in one of the magneto housings (after removing the old guts first). The
> > other mag could be retained.
> >
> > The EC2 is already a dual-redundant controller but for further
redundancy,
> > the stock carburetor could be retained and used as a throttle body for
the
> > EFI. Fuel would be shut off to the carb for EFI operation. If the
> > unthinkable happened and both primary & backup controllers failed in the
> > EC2, fuel to the carb could be turned on and engine restarted with the
one
> > good mag.
> >
> > Let me know if any of you Lyc drivers are up for it.
> >
> > Tracy Crook
> >
> > > David
> > >
> > >
> >
>
>
Message 12
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
----- Original Message -----
From: "Dennis O'Connor" <doconnor@chartermi.net>
Subject: Re: Engines-List: Engine Instruments for Subaru
> --> Engines-List message posted by: "Dennis O'Connor"
<doconnor@chartermi.net>
>
> If the outlet hose is pinched you will show lots of block pressure, and
> still burn it up...
> For it to tell you much of anything other than the pump is rotating you
need
> a pickup in the radiator and display the difference in pressure... Which
is
> how the vacuum gage on your panel works... Absolute pressure is
> meaningless...
>
Absolute pressure meaningless? Vacuum gauge? Are we flying trucks or
airplanes here?
Absolute pressure means everything and a properly equipped panel contains a
manifold pressure gauge which reads absolute pressure.
The boiling point of a fluid is determined by absolute pressure.
Tracy Crook
Message 13
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|
| Subject: | Fuel Injection 0-360 |
--> Engines-List message posted by: Livingston John W Civ ASC/ENFD <John.Livingston@wpafb.af.mil>
You might consider the timing modules that Jeff Rose uses for his electronic ignition.
They replace the mag and have a single output wire. I do believe they
are a simple hall effect device. Really nice looking. I have to of these on my
Lyc. replacing both mags with two Rose units.
John
-----Original Message-----
From: Tracy Crook [mailto:lors01@msn.com]
Subject: Re: Engines-List: Fuel Injection 0-360
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
Hi Jim,
I'd be glad to work with you on using the EC2 EFI/Ignition on an O - 320.
You
will have to handle the plumbing chores and mounting the required sensors in
a mag housing. I would suggest taking the sensors & trigger wheels out of a
Mazda crank angle sensor and mounting those in the mag housing. I can
suggest sources of these.
In all honesty, it will probably take significant effort to get everything
ready for a change like this but if you want to proceed, let me know if you
have any other questions. Off-list would probably be better to avoid
clogging the list up with EFI conversion trivia.
All the best,
Tracy
----- Original Message -----
From: "James R. Cunningham" <jrccea@bellsouth.net>
Subject: Re: Engines-List: Fuel Injection 0-360
> --> Engines-List message posted by: "James R. Cunningham"
<jrccea@bellsouth.net>
>
> Tracy, I might be interested, for an O-320.
> JimC
>
> Tracy Crook wrote:
> >
> > --> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
> >
> > ----- Original Message -----
> > From: "David Schaefer" <dschaefer1@kc.rr.com>
> > To: <engines-list@matronics.com>
> > Subject: Engines-List: Fuel Injection 0-360
> >
> > > --> Engines-List message posted by: "David Schaefer"
> > <dschaefer1@kc.rr.com>
> > >
> > >
> > > I'm trying to find name of the manufacturer of a fuel injection system
> > > for the 0-360. The guy is used by a lot of the high-performance
engine
> > > folks and apparently does not advertise. It's not Airflow Performance
> > > Systems. But I can't find a thread on him.
> > >
> > > Thanks
> > >
> > I'm still looking for 'ginney pigs' to try using EFI and computer
controlled
> > ignition on their Lycs. If anyone is willing to tackle the job of
> > installing injector bungs, etc. in their intake manifold, I'm willing to
> > work with them to develop the proper software for my EC2 EFI/Ignition
> > controller to work on the Lyc (or any other aircraft engine.
> >
> > A key part of the modification would be the mounting of crank angle
sensors
> > in one of the magneto housings (after removing the old guts first). The
> > other mag could be retained.
> >
> > The EC2 is already a dual-redundant controller but for further
redundancy,
> > the stock carburetor could be retained and used as a throttle body for
the
> > EFI. Fuel would be shut off to the carb for EFI operation. If the
> > unthinkable happened and both primary & backup controllers failed in the
> > EC2, fuel to the carb could be turned on and engine restarted with the
one
> > good mag.
> >
> > Let me know if any of you Lyc drivers are up for it.
> >
> > Tracy Crook
> >
> > > David
> > >
> > >
> >
>
>
Message 14
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| Subject: | Pressure drop/boiling point |
--> Engines-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
"> --> Engines-List message posted by: "Dennis O'Connor"
<doconnor@chartermi.net>>
> If the outlet hose is pinched you will show lots of block pressure, and>
still burn it up...> For it to tell you much of anything other than the pump
is rotating you need> a pickup in the radiator and display the difference in
pressure... Which is> how the vacuum gage on your panel works... Absolute
pressure is> meaningless...
>
Absolute pressure meaningless? Vacuum gauge? Are we flying trucks or
airplanes here? Absolute pressure means everything and a properly equipped
panel contains a manifold pressure gauge which reads absolute pressure.The
boiling point of a fluid is determined by absolute pressure."
Come, ladies, let's tone down our rhetoric. It's been an even-tempered list
here for some time now. You are not both talking about the same purpose.
Ferg
Europa A064
Message 15
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| Subject: | Re: Engines-List Digest: 17 Msgs - 01/22/03 |
--> Engines-List message posted by: Greg P Jannakos <gpjann@juno.com>
I'm looking to buy a C90 or O200.
Do you know of any for sale?
Greg
gpjann@juno.com
Message 16
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| Subject: | Re: Engine Instruments for Subaru |
--> Engines-List message posted by: "Tim Andres" <tim2542@charter.net>
Absolute pressure is
> meaningless...
Well, like I said. Stick a gauge in and see for your self.....Tim
Message 17
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--> Engines-List message posted by: "Dave Ford" <dford@michweb.net>
Ok, an elementary question--which side of the copper gasket goes to the engine
for my oil temp. sensor, flat copper or split/fiber side?
Dave Ford
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