X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bk0-f52.google.com ([209.85.214.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5565439 for flyrotary@lancaironline.net; Tue, 29 May 2012 09:24:47 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.52; envelope-from=msteitle@gmail.com Received: by bkcjc3 with SMTP id jc3so3062598bkc.25 for ; Tue, 29 May 2012 06:24:10 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=jKdXwrmGC+vKLCFuWO1IpVvJpHKq/SfOvZEuteJEMOs=; b=ZpOMsQUNw7JKjgzvK0nhXCFtbMoB3ZA12eczGLZMR5W2xWGBiIlA8/Wom5pOLzm1oY lBPf9TA0C/GpfEBERiLBJLjoi3DQ6lfvRDJpRIu+SxaL11ZQqaSrTrnQCFi0gAp4E5MF OENHuP7jecBkbJAw/hNmDOSQRXCN5I3qJGLPgAy02PMvRsdflZp3qlyKHMact0th1x3e 3UvhNnTnIYNpLfzeRLKLJBvBFRF9iqxmAbX0x/b0QJDUwz+G1hmsiKaZBjriEB4nycF8 HN2Bh/I8TH7nNumq+Pyi0wcCdjkocx2bPe751nVuMfMEUpSBnNFrVNbrKCfsyFQGrzgD rKaw== MIME-Version: 1.0 Received: by 10.204.156.150 with SMTP id x22mr5851391bkw.55.1338297849744; Tue, 29 May 2012 06:24:09 -0700 (PDT) Received: by 10.204.97.194 with HTTP; Tue, 29 May 2012 06:24:09 -0700 (PDT) In-Reply-To: References: Date: Tue, 29 May 2012 08:24:09 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Injector balancing From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0015175924e2f00dfd04c12cbfcd --0015175924e2f00dfd04c12cbfcd Content-Type: text/plain; charset=ISO-8859-1 Ernest, Not sure you intake and mine are very similar. I assume that you have a single TB. Since I'm running a p-port motor, I needed to have the throttle plates as close to the intake ports as possible. So, I'm running three separate 46mm throttle bodies. The primary injectors are between the butterflies and the intake ports. The primary injector bungs are cast into the TB's. They share a 1-piece throttle shaft. The secondary injectors are located further out on the runners ahead of the butterflies. Each runner connects to a single airbox. The #1 intake is at the rear of the airbox, #2 in the middle, and #3 in the front. Air is fed in from the front corner with a 4" SCAT. I could test your theory by removing the airbox. This would make all three intake runners identical. May be worth a try. Thanks, Mark On Mon, May 28, 2012 at 9:50 PM, Ernest Christley wrote: > I had the exact same problem, Mark. For me, it was the rear rotor being > flooded. The air pattern inside the plenum ain't at all obvious, and it is > extremely dynamic. The fuel was getting bounced out of the intake runner > of the front rotor, then blown to the rear. > > My fix was to cut a slot the length of the plenum, and slid an aluminum > plate in. This made it so that the runners don't see the air feed > directly. The air no longer blows past the front rotor's inlet on the way > to the rear. > > Mark Steitle wrote: > > >I'm in a bit of a dilemma and thought I would put this out here for the > >group to ponder. > > > >First, this is a p-ported 3-rotor, running RWS EC-2 and psru. I'm running > >460cc Mazda primary injectors and 60lb Deka IV secondary injectors. > > Primary injectors share a common fuel rail and are positioned close to > the > >engine, between throttle plate and rotor face. Secondary injectors are > >located ahead of the throttle plates. As this is a p-port engine, it has > >three 1-bbl TB's, located very close to the engine. Engine will idle down > >to 800 - 900 rpm, but I normally idle it around 1500 - 1600 rpm. > > > >The problem is this, the #1 rotor cuts out at low to mid-range RPM, > >evidenced by obvious reduced power, very low EGT's on rotor #1, change in > >exhaust tone, a dark residue in the #1 exhaust port and dark spark plugs > on > >#1. Just today I was able to get it to run normally with balanced EGT's > by > >adjusting Mode 4, but I had to go *full CCW* with the program knob to > >achieve this. (Mode 4 & 5 adjust similar to Mode 1) Now it runs well > >mid-range and the dropped #1 rotor is happily firing away. I still have > >some tuning to do, but after adjusting Mode 4, I can now move forward with > >that. > > > >To date I have tried the following: > > 1. Performed a compression check - OK > > 2. Swapped primary injector with #3 - no change > > 3. Swapped coils with #3 - no change > > 4. Replaced spark plugs - no change, except initially it ran better > >until the plug fouled > > 5. Checked plug wires with ohm meter - checked good > > 6. Sent EC-2 to Tracy for latest s/w and checkout - no abnormalities > >found, latest s/w installed > > 7. Checked secondary injectors for leakage - none seen > > > >Can anyone suggest a reason why the #1 primary injector runs extremely > rich > >when set to the factory default setting? Is this something to be > concerned > >with? > > > >Thanks, > >Mark > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > --0015175924e2f00dfd04c12cbfcd Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Ernest,=A0

Not sure you intake and mine are very similar= . =A0I assume that you have a single TB. =A0Since I'm running a p-port = motor, I needed to have the throttle plates as close to the intake ports as= possible. =A0So, I'm running three separate 46mm throttle bodies. =A0T= he primary injectors are between the butterflies and the intake ports. =A0T= he primary injector bungs are cast into the TB's. =A0They share a 1-pie= ce throttle shaft. =A0

The secondary injectors are located further out on the = runners ahead of the butterflies. =A0Each runner connects to a single airbo= x. =A0The #1 intake is at the rear of the airbox, #2 in the middle, and #3 = in the front. =A0Air is fed in from the front corner with a 4" SCAT. = =A0I could test your theory by removing the airbox. =A0This would make all = three intake runners identical. =A0May be worth a try. =A0

Thanks,
Mark

On Mon, May 28, 2012 at 9:50 PM, Ernest Christley <<= a href=3D"mailto:echristley@att.net" target=3D"_blank">echristley@att.net> wrote:
I had the exact same problem, Mark. =A0For m= e, it was the rear rotor being flooded. =A0The air pattern inside the plenu= m ain't at all obvious, and it is extremely dynamic. =A0The fuel was ge= tting bounced out of the intake runner of the front rotor, then blown to th= e rear.

My fix was to cut a slot the length of the plenum, and slid an aluminum pla= te in. =A0This made it so that the runners don't see the air feed direc= tly. =A0The air no longer blows past the front rotor's inlet on the way= to the rear.

Mark Steitle <msteitle@gmail.com> wrote:

>I'm in a bit of a dilemma and thought I would put this out here for= the
>group to ponder.
>
>First, this is a p-ported 3-rotor, running RWS EC-2 and psru. =A0I'= m running
>460cc Mazda primary injectors and 60lb Deka IV secondary injectors.
> Primary injectors share a common fuel rail and are positioned close to= the
>engine, between throttle plate and rotor face. =A0Secondary injectors a= re
>located ahead of the throttle plates. =A0As this is a p-port engine, it= has
>three 1-bbl TB's, located very close to the engine. =A0Engine will = idle down
>to 800 - 900 rpm, but I normally idle it around 1500 - 1600 rpm.
>
>The problem is this, the #1 rotor cuts out at low to mid-range RPM,
>evidenced by obvious reduced power, very low EGT's on rotor #1, cha= nge in
>exhaust tone, a dark residue in the #1 exhaust port and dark spark plug= s on
>#1. =A0Just today I was able to get it to run normally with balanced EG= T's by
>adjusting Mode 4, but I had to go *full CCW* with the program kno= b to
>achieve this. =A0(Mode 4 & 5 adjust similar to Mo= de 1) =A0Now it runs well
>mid-range and the dropped #1 rotor is happily firing away. =A0I still h= ave
>some tuning to do, but after adjusting Mode 4, I can now move forward w= ith
>that.
>
>To date I have tried the following:
> =A01. =A0Performed a compression check - OK
> =A02. =A0Swapped primary injector with #3 - no change
> =A03. =A0Swapped coils with #3 - no change
> =A04. =A0Replaced spark plugs - no change, except initially it ran bet= ter
>until the plug fouled
> =A05. =A0Checked plug wires with ohm meter - checked good
> =A06. =A0Sent EC-2 to Tracy for latest s/w and checkout - no abnormali= ties
>found, latest s/w installed
> =A07. =A0Checked secondary injectors for leakage - none seen
>
>Can anyone suggest a reason why the #1 primary injector runs extremely = rich
>when set to the factory default setting? =A0Is this something to be con= cerned
>with?
>
>Thanks,
>Mark

--
Homepage: =A0http:/= /www.flyrotary.com/
Archive and UnSub: =A0 http://mail.lancaironline.net:81/lists= /flyrotary/List.html

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