You’ve
got me thinking that I did have to take the pins out of one side of the plugs
to pull them through to the engine compartment. The plugs are marked A,
B, C, and D. and the wires were marked to match. I, of course, got them
back in correctly, right? I’ll have to check.
That's the idea.
The prime suspect is anything that could possibly have been changed between the
dyno and the plane. The second suspect would be something appeared to
work properly on the dyno, but wasn't tested thoroughly enough to be
sure.
Well, of course it
wasn’t ever a problem with the EC2 itself, so I guess I should have used ‘injector
wiring problem’ as the subject. Had some time late this afternoon
to do some wiring check. Zeroed in on the connections to the secondary
injectors to verify the connector plug pins got back into the right sockets. At
first was dismayed that the labels on the wires were covered by the firesleeve on
one side, and inside the copper pipe ground lead (plastic airplane, remember);
but quickly realized that the return side from both sets of injectors are
common to each rotor. Checking return lead from primary to secondary injector
plugs revealed an open circuit on rotor #2; other two were fine. Further
checking revealed I had, in fact, reversed the secondary injector power lead
with the injector return lead from #2 rotor. A-r-r-gh!
Color me embarrassed!
Thank you, Rusty, for
pushing me on the wire connections. I was overlooking the fact that I had
removed the pins from on one side of the 4-pin connector because the connector ‘housing’
wouldn’t fit through the wiring duct.
Color me grateful.
Engine now runs on a
leaner setting. Turning off the primaries (running on the secondary MSD
injectors) now actually results in slightly smoother running at low rpm than
with the primaries on – smooth right down to 1600 where the idle stop is
currently set. Turning off the secondary switch still seems to make a
slight difference – don’t know why; maybe my imagination.
Cross off one
more. How many more to go?
Al