Return-Path: Received: from [24.25.9.103] (HELO ms-smtp-04-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 568264 for flyrotary@lancaironline.net; Wed, 15 Dec 2004 08:55:46 -0500 Received-SPF: none receiver=logan.com; client-ip=24.25.9.103; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-069-132-109-019.carolina.rr.com [69.132.109.19]) by ms-smtp-04-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id iBFDtCCi013223 for ; Wed, 15 Dec 2004 08:55:13 -0500 (EST) Message-ID: <00b701c4e2ad$bacd68e0$2502a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Injectors and fuel pump pressure Date: Wed, 15 Dec 2004 08:55:26 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00B4_01C4E283.D1C55460" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_00B4_01C4E283.D1C55460 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I was unaware of that, Barry - not too up on the auto installation as I = never owned an RX-7. Not certain how germane that is to Tracy's EC2 set = up, but I agree it would appear on the surface that perhaps the Auto = voltage/pressure is reduced to provide for leaner running at idle. = These are fairly large injectors compared to the size a lot of engines = use and that always makes getting the small amounts of fuel needed for = idle problematic. Ed Anderson ----- Original Message -----=20 From: Barry Gardner=20 To: Rotary motors in aircraft=20 Sent: Tuesday, December 14, 2004 9:48 PM Subject: [FlyRotary] Re: Injectors and fuel pump pressure Did you guys know that the 2nd generation turbo had some kind of = electronic gizmo in its circuit (help me out here, Ed Anderson) that = stepped down the voltage on the fuel pump at idle? I ran a voltmeter on = my 87 Turbo's fuel pump for a while. I think at idle it was running = about 9 volts and then it jumped up to about 11.7 or so at WOT. So I = think you're on the right path, Steve. At least you're taking the same = route the factory did with its 550 cc injectors. I used to know the fuel pressure readings that corresponded to these = different voltages but took my engine out of the car for modifications = about 18 months ago. If I find my records, I'll let you know. Barry Gardner Wheaton, IL Steve Brooks wrote: One nagging problem that I have is the engine running rich at low power levels. I've turned the fuel pressure regulator down to 30 lbs to get = it reasonably lean, but I still don't have enough adjustment. The higher = power levels have a pretty good mixture on the default tuning. Right now I'm running the stock 550cc injectors, but I'm considering changing the primary injectors to 440cc, to help the low end mixture, = and leave the secondaries at 550cc, so that I still get sufficient fuel flow with the turbo at higher power settings. My thinking is that the 440cc injectors would allow me turn the fuel pressure back up to 38 lbs. and hopefully still be able to tune the = lower end where only the primary injectors are supplying fuel. Does anyone have experience doing this, hopefully with a turbo, or just = have an opinion ? Steve Brooks Homepage: http://www.flyrotary.com/ Archive: http://lancaironline.net/lists/flyrotary/List.html =20 =20 >> Homepage: http://www.flyrotary.com/ >> Archive: http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_00B4_01C4E283.D1C55460 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I was unaware of that, Barry - not too = up on the=20 auto installation as I never owned an RX-7.  Not certain how = germane that=20 is to Tracy's EC2 set up, but I agree it would appear on the surface = that=20 perhaps the Auto voltage/pressure is reduced to provide for leaner = running at=20 idle.  These are fairly large injectors compared to the size a lot = of=20 engines use and that always makes getting the small amounts of fuel = needed for=20 idle problematic.
 
Ed Anderson
----- Original Message -----
From:=20 Barry Gardner
Sent: Tuesday, December 14, = 2004 9:48=20 PM
Subject: [FlyRotary] Re: = Injectors and=20 fuel pump pressure

Did you guys know that the 2nd generation turbo had = some kind=20 of electronic gizmo in its circuit (help me out here, Ed Anderson) = that=20 stepped down the voltage on the fuel pump at idle? I ran a voltmeter = on my 87=20 Turbo's fuel pump for a while. I think at idle it was running about 9 = volts=20 and then it jumped up to about 11.7 or so at WOT. So I think you're on = the=20 right path, Steve. At least you're taking the same route the factory = did with=20 its 550 cc injectors.

I used to know the fuel pressure readings = that=20 corresponded to these different voltages but took my engine out of the = car for=20 modifications about 18 months ago. If I find my records, I'll let you=20 know.

Barry Gardner
Wheaton, IL

Steve Brooks = wrote:
One nagging problem that I have is the engine running rich at =
low power
levels.  I've turned the fuel pressure regulator down to 30 lbs to get =
it
reasonably lean, but I still don't have enough adjustment.  The higher =
power
levels have a pretty good mixture on the default tuning.

Right now I'm running the stock 550cc injectors, but I'm considering
changing the primary injectors to 440cc, to help the low end mixture, =
and
leave the secondaries at 550cc, so that I still get sufficient fuel flow
with the turbo at higher power settings.

My thinking is that the 440cc injectors would allow me turn the fuel
pressure back up to 38 lbs. and hopefully still be able to tune the =
lower
end where only the primary injectors are supplying fuel.

Does anyone have experience doing this, hopefully with a turbo, or just =
have
an opinion ?

Steve Brooks


  
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