Today's Message Index:
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0. 12:14 AM - List of Contributors (Matt Dralle)
1. 06:42 AM - Re: Lycoming EGT, IO 540 (Gary Casey)
2. 05:21 PM - Raven/Suzuki 1300 (kmccune)
3. 10:12 PM - Re: Raven/Suzuki 1300 (RayStL)
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| Subject: | List of Contributors |
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| Subject: | Re: Lycoming EGT, IO 540 |
Thanks for the replies. The ignition is the Lightspeed Plasma III,
which I'm sure you all know is a capacitive discharge wasted-spark
system. The "III" as far as I know is sort of a double polarity
system that presumably strikes the arc twice, once in each
direction. I'm not a fan of CD systems, but I think they work ok -
they're just much more electrically complex than an inductive
system. I haven't had any luck extracting the advance curve from
Claus and I'm not sure why it seems to be a secret. He sells a
monitor system that provides a panel readout of advance, but I don't
have that.
My timing settings were static. I set the mag (no impulse coupling)
at 22 degrees and attempted to set the Lightspeed at about the same
value. During runup the rpm drops are about equal, confirming that
the Lightspeed timing is about the same as the mag. I had no luck
trying to rig a timing light to check the advance. I understand that
at rpms below something like 2000 there is no "vacuum" advance in the
Lightspeed, so it should be producing a spark at the base timing. I
should have done mag checks at altitude, but I haven't. My
assumption is that at higher rpm and the low manifold pressures at
altitude the Lightspeed provides a more advanced timing. Does anyone
have information about the advance characteristics of the Lightspeed
unit?
The "1.5%" I was talking about is the difference in fuel flow between
when the leanest and richest cylinders peak. Frank says that his is
within 0.5GPH - assuming the fuel flow of the IO360 is about 10GPH
that works out to 5% difference, significantly worse that what my
engine data indicates. The 1.5% number I stated actually ranged from
0.8% to 3% depending on which of the 10 or so tests I look at. The
standard deviation hangs around 0.7% indicating the data is
reasonably well behaved. And, while the cylinders were presumably
"ported and flow balanced" I have no idea as to whether the air
distribution is precise. However, it is unlikely that the air
distribution would be poor AND the injectors mismatched to exactly
compensate. Therefore, I am reasonably confident that both air and
fuel distribution are very close.
My next test will be one to determine if the injector atomization
plays a part. I plan to do a lean sweep at full throttle followed by
another with the throttle closed enough to reduce the manifold
pressure by 1 inch. That should be enough to induce at least some
air flow through the injectors.
Gary
On Nov 12, 2007, at 11:56 PM, Engines-List Digest Server wrote:
>
> Time: 07:44:22 AM PST US
> Subject: RE: Engines-List: Re: Lycoming EGT, IO 540
> From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
>
> Not at all, The EI's will have both less and more advance depending on
> manifold pressure. Mags are set at 25deg which is a compromise between
> poor starting, high power operation and economy cruise.
>
> Pretty much all EI's run at about 25 DEG at full power but can advance
> to 40deg plus at low manifold pressure.
>
> I wonder if this engine is truly running balanced...what does "withing
> 1.5%" mean?....If it means the cylinders flow the same amount of
> air on
> the bench then this is meaningless as far as blancing the injectors.
>
> Each cylinder needs to get to peak EGT at the same fuel flow (mine is
> about 0.5GPH between richest and leanest)....Nothing else matters...If
> the cylinder don't all peak at the same fuel flow (or close to it) the
> engine will not run LOP very well.
>
> I think what we have here is some cylinders running ROP while the
> others
> are runnin so LOP that the flame is going out...I.e well LOP.
>
>
> Frank RV7a IO360
>
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| Subject: | Raven/Suzuki 1300 |
Hi,
I'm building a CH701 and have WW conversion manual, so I'm eagerly waiting for
WWs 701 Corvair project results... but I'm still keeping my eyes open for other
possible fits for the 701. Does anyone have anything good or bad to say(with
explanations) about the Raven 1300 cc Suzuki engine combo?
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145835#145835
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| Subject: | Re: Raven/Suzuki 1300 |
Hi Kevin,
I have a Raven svs1300 redrive Suzuki engine in my CH701. Although I have taxied
it, it has not flown. My flight papers should arrive in a couple of days (finally).
My first flight will be this weekend. About all that I can tell you now
is that it is very smooth running on those engine mounts and with the belt redrive.
-- Ray
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145883#145883
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