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Some further sorting out on the engine today. The major
good news/ bad news:
- I teed together the rotor 2&3 MAP ports with the
rotor 1 port, and added about an 18” length of 3/8 dia vinyl hose
before the EC2 port to add some accumulator volume. Started the
engine and YES; achieved smooth running at 1600 rpm with the mixture
setting between 1:00 – 2:00 position.
Joy! J Thank you Dave, Mike, Rusty.
(Yes this constitutes poor experimental practice, making two changes
at the same time, but I can check that later.)
- The joy was short-lived because it was only a one
minute run while I had the redrive drain line disconnected. Taking
the drain line off gave the first clue. No sign that a drop of oil
had ever been there. The amount of oil in the container after the
run – zippo; not a drop. I took off the feed line and there
was oil sitting in the fitting. Feeding to a container, I ran again
for less than 30 seconds, and sent more than a pint into the container. Complete
blockage inside the drive. The prospect of removing the prop, drive
and disassembly is not a happy one.
Other items:
- Adjusted calibration of temp readings to be correct
at room temp, and checked response of all senders with heat gun. All
responded normally. High temperature calibration check coming later;
I’m picking up pyrometer gun from a friend tomorrow. Some
spots of flat black paint in key places should give me a good check –
ah-h-h; when I can run again. He is also giving me a fuel pressure guage
to verify FP readout.
- Checked voltage reading, compared voltage at pin 9
connector P3 (EM2 disconnected) with readout from EM2. Differred by
0.1 volts. For roughly a 10’ run of #22 wire that suggests
about 0.6 amps. I don’t recall the EM2 draw, but this seems
close enough
- Tried to check the O2 sensor output using a flame
from a propane torch. Nothing. I’ll probably try again
to get a voltage reading at the sensor when I can run again. It
still gives close to full scale reading no matter what mixture setting.
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