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Return-Path: <13brv3@bellsouth.net> Received: from imf19aec.mail.bellsouth.net ([205.152.59.67] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 3068876 for flyrotary@lancaironline.net; Mon, 08 Mar 2004 10:00:32 -0500 Received: from rad ([65.0.140.223]) by imf19aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040308150031.VTUD12770.imf19aec.mail.bellsouth.net@rad> for ; Mon, 8 Mar 2004 10:00:31 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Injectors wired wrong Date: Mon, 8 Mar 2004 08:58:29 -0600 Message-ID: <003a01c4051d$d1b11390$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003B_01C404EB.8716A390" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_003B_01C404EB.8716A390 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Hi, fellow rotary enthusiasts...the last couple of days I sent two = messages explaining what happened with my injector problems, but they didn't = appear on the flyrotary site....Trying again. Looks like they all just kicked in. It appears that I wired one of my two injectors (in a TWM = throttlebody) to the primary wires coming out of the MicroTech ECU, and the other = injector was wired to the secondary wires from the ECU. I rewired the injector = that was connected to the secondary circuit, and wired it to the primary = circuit. The engine ran much smoother (I already thought it was smooth before the change), and at the same throttle setting, had considerably more RPM. Well done. Great to hear it's running well. I don't know the function of the secondary circuit, but I suspect = it is to assist in cold starting and possibly to provide more fuel at = higher RPMs? Maybe that's in the manual too :-) Now, instead of one throttlebody intake hole dripping a lot of fuel after engine shut-down, they both only dripped a couple of drops, = equally.=20 After you mentioned this, I started thinking that it's almost inevitable = to get some dripping out of the TB when it's pointing downward like ours = is. With the EC-2, I usually shut the engine off by killing power to the = EC-2 and ignition (one switch). If I tend to get the residual drips that you mentioned, I might try shutting the engine off via the injector disable switches, or maybe the fuel pump. I'm also thinking of how I'm going to make the intake box for the TB, and how I need to make sure it can drain = a little fuel safely away from the hot bits of the engine if needed. = Thanks for the heads-up. Speaking of the engine oil pressure sender....mine has provisions = for two wires. If I recall correctly, most oil pressure senders I have seen only need one wire. Possibly the second connector is for ground? I'm pretty sure that's correct. Most sensors have a built in ground = when they screw into the engine, but some have an actual ground terminal. P.S.....Rusty, your exhaust looks very nice. I am impressed at how = fast you developed your welding skills. (forced learning)? Thanks. Forced learning is right. That's why this rev-2 project has = taken so long. It will be running again by the end of the week though. Cheers, Rusty (Where's Tommy's plane) ------=_NextPart_000_003B_01C404EB.8716A390 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Message

Hi, fellow rotary enthusiasts...the last couple of = days I sent=20 two messages explaining what happened with my injector problems, but = they didn't=20 appear on the flyrotary site....Trying again.

Looks = like they all just=20 kicked in.

It appears that I wired one of my two = injectors (in=20 a TWM throttlebody) to the primary wires coming out of the MicroTech = ECU, and=20 the other injector
was wired to the secondary wires from the = ECU. =20 I rewired the injector that was connected to the secondary circuit, and = wired it=20 to the primary circuit. The engine ran much smoother (I already thought = it was=20 smooth before the change), and at the same throttle setting, had = considerably=20 more RPM.

Well done. Great to = hear it's=20 running well.

I don't know the function of the = secondary circuit, but I suspect it is to assist in cold starting and = possibly=20 to provide more fuel at higher RPMs?

Maybe that's in the = manual too=20 :-)

Now, instead of one throttlebody intake hole = dripping a lot of fuel after engine shut-down, they both only dripped a = couple=20 of drops, equally.

After you mentioned this, = I started=20 thinking that it's almost inevitable to get some dripping out of the TB = when=20 it's pointing downward like ours is. With the EC-2, I usually shut = the=20 engine off by killing power to the EC-2 and ignition (one switch). = If I=20 tend to get the residual drips that you mentioned, I might try shutting = the=20 engine off via the injector disable switches, or maybe the fuel = pump. I'm=20 also thinking of how I'm going to make the intake box for the TB, and = how I need=20 to make sure it can drain a little fuel safely away from the hot bits of = the=20 engine if needed. Thanks for the heads-up.

Speaking of the engine oil pressure = sender....mine=20 has provisions for two wires. If I recall correctly, most oil = pressure=20 senders I have seen only need one wire. Possibly the second = connector is=20 for ground?

I'm pretty sure that's = correct. =20 Most sensors have a built in ground when they screw into the engine, but = some=20 have an actual ground terminal.

P.S.....Rusty, your exhaust looks very nice. I am = impressed at=20 how fast you developed your welding skills. (forced = learning)?

Thanks. Forced learning is = right. =20 That's why this rev-2 project has taken so long. It will be = running again=20 by the end of the week though.

Cheers,

Rusty (Where's Tommy's=20 plane)

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