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Date: Wed, 24 Jun 2009 18:25:49 -0500
From: "Chris Barber" <cbarber@bellairepolice.com>
Subject: Consistant progress...not sure how to act?
To: <flyrotary@lancaironline.net>
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Thread-Topic: Consistant progress...not sure how to act?
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Yep, after work the last couple of nights, I headed out to the hangar to =
continue the saga.  I received my new injectors as per the Mistral test p=
ilot for my Mistral intake, re-terminated the wires at the ECU for better=
 wire runs (the wires were various lengths pending knowing how/where they=
 would lay) and segregated the coil and injector wires down the left side=
 of the Velocity. =20
=20
Ok, changed too many things at once....but I had to do something while wa=
iting for the injectors to arrive <g>.  Let hit the start switch.  Crank,=
 crank, crank.  hmmmmmm?  Oh wait, did I not turn the emergency/service f=
uel valve back to "flow"  DOH.  Crank and a start.  Uhhh, wow, quite a di=
fference right from the get go.  Lets look at the Map table since it is s=
till set up for the old injectors fighting for dominance. I guess I shoul=
d have re-set the EC2.  Hmmm, pretty much all over the place but my adjus=
tments are makng a difference.
=20
Funny, since for so long just getting the old engine to start (funny how =
coolant in the combustion chamber can cause that), I almost forgot I coul=
d adjust the Map while the engine was off.  So, when it dawned on me I co=
uld, I set 0-127 to a mid-point, fired it up again and the engine ran so =
smoothly it made me a bit nervous.  Oh, wait, I am only getting about 400=
0 rpm at full power..........ooops, forgot I disconnected the prop wires =
when screwing with the wires.  Hook up IVO prop wires, change from full c=
ourse to full fine (45 -105 pitch range).....RPM up to about 5500 at full=
 static power.  Sigh, better...still not sure if good though at full fine=
 pitch...but much better than pushing for 4000 rpm.
=20
Night before last I let the engine run at idle for just a hair over and h=
our with a ramp temperature of between 95 and 86 degrees (dusk, so temps =
dropped on ramp).  Oil was around 205 and Coolant was around 180.  Last n=
ight, I shot it to WOT for a couple of minutes, an act which would have h=
ad me boiling over in no time before my radiator/oil cooler mods, and the=
 temps still behaved themselves.  The oil started to approach 220 before =
I cut it back to idle and the actually started to slowly go DOWN....who'd=
 of thunk that could happen????  I was pleased.
=20
I think  I have made more "progress" in the last few weeks that the last =
several months. Ok, I did build both the engine (twice due to a failed NE=
W intermediate housing after one hour) and firewall aft install, but that=
 was pretty much just to get me back to where I think I should have been =
already.  Of course, I am still in a consistent, inconsistent state as I =
learn how things are "supposed" to work for this install.  Such as, how m=
any priming shots to give for a cold start verses a warm start and not fl=
ood the thing.  I have discovered no priming, cold or hot, means the engi=
ne will not fire up.  Education and recreation <g>.
=20
I do have a few questions though.  I must admit, several of them have bee=
n addressed in the last couple of days of post.  You guys/gals are so app=
reciated, I can't even describe how much.  I shudder at the thought of th=
is goal with out ya.
=20
First of all, with all the talk about injector sizing, I now have all my =
injectors matched in size per the recommended size of the Mistral test pi=
lot out of FL.  They seem to be working swell.  However, as has been note=
d here, they are waaaaay larger than the conventional wisdom found here a=
t 62.7 lbs/hr / 646cc/min.  Since from what I have read, Mistral has done=
 tons of R&D, what do ya'll feel is the purpose of these large injectors?=
  Now, I do know that so far the EC2 does not seem to have a problem toni=
ng them down and seems much happier doing this than trying to compensate =
for seriously mismatched primary and secondaries.  I am just curious as t=
o what their reasoning may be.  They seem to have the vested interest to =
chose the best solution.  Perhaps their ECU handles things much different=
ly.  I donno.  I would like to turbo this application down the road, thus=
 some extra may be fine.  I just am not informed enough yet to form a con=
clusion/guess.
=20
Second, after I have moved the throttle to WOT, when I move it back to id=
le, the idle RPM is much higher than it was before.  I may have a smooth =
idle around 1700 to 1800 rpm, but when I go WOT and then bring it back to=
 idle, the RPM is now around 2200 or so.  If I "pump" the throttle a coup=
le of  times, it tends to settle back down to the 1700 range....if I mess=
 with the mixture, I  can get smooth idle around 1400 to 1500.  It seems =
as if I have had this happen in some of my old cars, but I can't think of=
 why.
=20
Finally, a very mundane issue.  I have an remote oil filter.  The last tw=
o standard oil filters I have installed are leaking from the seal.  I che=
cked the mounting surface and do not "see" any flaws, however, I am leaki=
ng quite a bit of expensive synthetic oil (following the first six hours =
on dino oil) from this location.  I thought that perhaps I had tightened =
it by hand too much and it warped the sealing gasket.  However, it still =
leaks following a less tight fit.  I have never had a problem with this k=
ind of filter before.  Please correct me if I am missing something.  You =
lube the gasket with oil when you install and only hand tighten it.  Shou=
ld not be a problem.  Any thoughts?  I have had this with the last two fi=
lters.  The current one being a K&N...the previous an STP.
=20
Thanks for your kind attention.
=20
All the best,
=20
Chris
=20
=20
=20
Cpl. Christopher Barber, JD
Badge 330
Bellaire Police Department
5110 Jessamine
Bellaire, Texas 77401
=20
713-668-0487
713-662-8289 fax
=20
CBarber@BellairePolice.com

Warning: This e-mail transmission, and any documents, files or previous e=
-mails attached to it, may contain confidential information that is legal=
ly privileged. If you are not the intended recipient or the person respon=
sible for delivering it to the intended recipient, you are hereby notifie=
d that any disclosure, copying, distribution or use of any of the informa=
tion contained in or attached to this transmission is STRICTLY PROHIBITED=
=2E If you have received this transmission in error, please immediately n=
otify us by telephone at 713-662-8132 and destroy the original transmissi=
on and its attachments without reading them. Thank you.


------_=_NextPart_001_01C9F523.1BC7F700
Content-Type: text/html;charset="iso-8859-1"
Content-Transfer-Encoding: quoted-printable

<HTML dir=3Dltr><HEAD>=0A<META http-equiv=3DContent-Type content=3D"text/=
html; charset=3Dunicode">=0A<META content=3D"MSHTML 6.00.6000.16850" name=
=3DGENERATOR></HEAD>=0A<BODY>=0A<DIV id=3DidOWAReplyText48277 dir=3Dltr>=0A=
<DIV dir=3Dltr><FONT face=3DArial color=3D#000000 size=3D2>Yep, after wor=
k the last couple of nights, I headed out to the hangar to continue the s=
aga.&nbsp;&nbsp;I received my new injectors as per the Mistral test pilot=
 for my Mistral intake, re-terminated the wires at the ECU for better wir=
e runs (the wires were various lengths pending knowing&nbsp;how/where the=
y would lay) and segregated the coil and injector wires down the left sid=
e of the Velocity.&nbsp; </FONT></DIV>=0A<DIV dir=3Dltr><FONT face=3DAria=
l size=3D2></FONT>&nbsp;</DIV>=0A<DIV dir=3Dltr><FONT face=3DArial size=3D=
2>Ok, changed too many things at once....but I had to do something while =
waiting for the injectors to arrive &lt;g&gt;.&nbsp; Let hit the start sw=
itch.&nbsp; Crank, crank, crank.&nbsp; hmmmmmm?&nbsp; Oh wait, did I not =
turn the emergency/service fuel valve back to "flow"&nbsp; DOH.&nbsp; Cra=
nk and a start.&nbsp; Uhhh, wow, quite&nbsp;a difference right from the g=
et go.&nbsp; Lets look at the Map table since it is still set up for the =
old injectors fighting for dominance. I guess&nbsp;I should have re-set t=
he&nbsp;EC2.&nbsp; Hmmm, pretty much all over the place but my adjustment=
s are makng a difference.</FONT></DIV>=0A<DIV dir=3Dltr><FONT face=3DAria=
l size=3D2></FONT>&nbsp;</DIV>=0A<DIV dir=3Dltr><FONT face=3DArial size=3D=
2>Funny, since for so long just getting the old engine to start (funny ho=
w coolant in the combustion chamber can cause that), I almost forgot I co=
uld adjust the Map while the engine was off.&nbsp; So, when it dawned on =
me I could, I set 0-127 to a mid-point, fired it up again and the engine =
ran so smoothly it made me a bit nervous.&nbsp; Oh, wait, I am only getti=
ng about 4000 rpm at full power..........ooops,&nbsp;forgot I disconnecte=
d the prop wires when screwing with the wires.&nbsp; Hook up IVO prop wir=
es, change from full course to full fine (45 -105 pitch range).....RPM up=
 to about 5500 at full static power.&nbsp; Sigh, better...still not sure =
if good though at full fine pitch...but much better than pushing for 4000=
 rpm.</FONT></DIV>=0A<DIV dir=3Dltr><FONT face=3DArial size=3D2></FONT>&n=
bsp;</DIV>=0A<DIV dir=3Dltr><FONT face=3DArial size=3D2>Night before last=
 I let the engine run at idle for just a hair over and hour&nbsp;with a r=
amp temperature of between 95 and 86 degrees (dusk, so temps dropped on r=
amp).&nbsp; Oil was around 205 and Coolant was around 180.&nbsp; Last nig=
ht, I shot it to WOT for a couple of minutes, an act which would have had=
 me boiling over in no time before my radiator/oil cooler mods, and the t=
emps still behaved themselves.&nbsp; The oil started to approach 220 befo=
re I cut it back to idle and the actually started to slowly go DOWN....wh=
o'd of thunk that could happen????&nbsp; I was pleased.</FONT></DIV>=0A<D=
IV dir=3Dltr><FONT face=3DArial size=3D2></FONT>&nbsp;</DIV>=0A<DIV dir=3D=
ltr><FONT face=3DArial size=3D2>I think&nbsp; I have made more "progress"=
 in the last few weeks that the last several months. Ok, I did build both=
 the engine (twice due to a failed NEW intermediate housing after one hou=
r)&nbsp;and firewall aft install, but that was pretty much just to get me=
 back to where I think I should have been already.&nbsp; Of course, I am =
still in a consistent, inconsistent state as I learn how things are "supp=
osed" to work for this install.&nbsp; Such as, how many priming shots to =
give for a cold start verses a warm start and not flood the thing.&nbsp; =
I have discovered no priming, cold or hot, means the engine will not fire=
 up.&nbsp; Education and recreation &lt;g&gt;.</FONT></DIV>=0A<DIV dir=3D=
ltr><FONT face=3DArial size=3D2></FONT>&nbsp;</DIV>=0A<DIV dir=3Dltr>I do=
 have a few questions though.&nbsp; I must admit, several of them have be=
en addressed in the last couple of days of post.&nbsp; You guys/gals are =
so appreciated, I can't even describe how much.&nbsp; I shudder at the th=
ought of this goal with out ya.</DIV>=0A<DIV dir=3Dltr>&nbsp;</DIV>=0A<DI=
V dir=3Dltr>First of all, with all the talk about injector sizing, I now =
have all my injectors matched in size per the recommended size of the Mis=
tral test pilot out of FL.&nbsp; They seem to be working swell.&nbsp; How=
ever, as has been noted here, they are waaaaay larger than the convention=
al wisdom found here at 62.7 lbs/hr /&nbsp;646cc/min.&nbsp; Since from wh=
at I have read, Mistral has done tons of R&amp;D, what do ya'll feel is t=
he purpose of these large injectors?&nbsp; Now, I do know that so far the=
 EC2 does not seem to have a problem toning them down and seems much happ=
ier doing this than trying to compensate for seriously mismatched primary=
 and secondaries.&nbsp; I am just curious as to what their reasoning may =
be.&nbsp; They seem to have the vested interest to chose the best solutio=
n.&nbsp; Perhaps their ECU handles things much differently.&nbsp; I donno=
=2E&nbsp; I would like to turbo this application down the road, thus some=
 extra may be fine.&nbsp; I just am not informed enough yet to form a con=
clusion/guess.</DIV>=0A<DIV dir=3Dltr>&nbsp;</DIV>=0A<DIV dir=3Dltr>Secon=
d, after I have&nbsp;moved the throttle to WOT, when I move it back to id=
le, the idle RPM is much higher than it was before.&nbsp; I may have a sm=
ooth idle around 1700 to 1800 rpm, but when I go WOT and then bring it ba=
ck to idle, the RPM is now around 2200 or so.&nbsp; If I "pump" the throt=
tle a couple of&nbsp; times, it tends to settle back down to the 1700 ran=
ge....if I mess with the mixture, I&nbsp; can get smooth idle around 1400=
 to 1500.&nbsp; It seems as if I have had this happen in some of my old c=
ars, but I can't think of why.</DIV>=0A<DIV dir=3Dltr>&nbsp;</DIV>=0A<DIV=
 dir=3Dltr>Finally, a very mundane issue.&nbsp; I have an remote oil filt=
er.&nbsp; The last two standard oil filters I have installed are leaking =
from the seal.&nbsp; I checked the mounting surface and do not "see" any =
flaws, however, I am leaking quite a bit of expensive synthetic oil (foll=
owing the first six hours on dino oil) from this location.&nbsp; I though=
t that perhaps I had tightened it by hand too much and it warped the seal=
ing gasket.&nbsp; However, it still leaks following a less tight fit.&nbs=
p; I have never had a problem with this kind of filter before.&nbsp; Plea=
se correct me if I am missing something.&nbsp; You lube the gasket with o=
il when you install and only hand tighten it.&nbsp; Should not be a probl=
em.&nbsp; Any thoughts?&nbsp; I have had this with the last two filters.&=
nbsp; The current one being a K&amp;N...the previous an STP.</DIV>=0A<DIV=
 dir=3Dltr>&nbsp;</DIV>=0A<DIV dir=3Dltr>Thanks for your kind attention.<=
/DIV>=0A<DIV dir=3Dltr>&nbsp;</DIV>=0A<DIV dir=3Dltr>All the best,</DIV>=0A=
<DIV dir=3Dltr>&nbsp;</DIV>=0A<DIV dir=3Dltr>Chris</DIV>=0A<DIV dir=3Dltr=
><FONT face=3DArial size=3D2></FONT>&nbsp;</DIV>=0A<DIV dir=3Dltr><FONT f=
ace=3DArial size=3D2></FONT>&nbsp;</DIV>=0A<DIV dir=3Dltr><FONT face=3DAr=
ial color=3D#000000 size=3D2></FONT>&nbsp;</DIV></DIV>=0A<DIV id=3DidSign=
ature80792 dir=3Dltr>=0A<DIV><FONT face=3DSystem color=3D#000000>Cpl. Chr=
istopher Barber, JD</FONT></DIV>=0A<DIV><FONT face=3DSystem>Badge 330</FO=
NT></DIV>=0A<DIV><FONT face=3DSystem>Bellaire Police Department</FONT></D=
IV>=0A<DIV><FONT face=3DSystem>5110 Jessamine</FONT></DIV>=0A<DIV><FONT f=
ace=3DSystem>Bellaire, Texas 77401</FONT></DIV>=0A<DIV><FONT face=3DSyste=
m></FONT>&nbsp;</DIV>=0A<DIV><FONT face=3DSystem>713-668-0487</FONT></DIV=
>=0A<DIV><FONT face=3DSystem>713-662-8289 fax</FONT></DIV>=0A<DIV><FONT f=
ace=3DSystem></FONT>&nbsp;</DIV>=0A<DIV><FONT face=3DSystem>CBarber@Bella=
irePolice.com</FONT></DIV></DIV>
<BR>Warning: This e-mail transmission, and any documents, files or previo=
us e-mails attached to it, may contain confidential information that is l=
egally privileged. If you are not the intended recipient or the person re=
sponsible for delivering it to the intended recipient, you are hereby not=
ified that any disclosure, copying, distribution or use of any of the inf=
ormation contained in or attached to this transmission is STRICTLY PROHIB=
ITED. If you have received this transmission in error, please immediately=
 notify us by telephone at 713-662-8132 and destroy the original transmis=
sion and its attachments without reading them. Thank you.<BR>
<BR>
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