X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from exchange.carey.wa.edu.au ([118.82.44.212] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTPS id 5106755 for flyrotary@lancaironline.net; Mon, 29 Aug 2011 03:45:18 -0400 Received-SPF: none receiver=logan.com; client-ip=118.82.44.212; envelope-from=stevei@carey.asn.au Received: from exchange.carey.local ([10.10.0.5]) by exchange.carey.local ([10.10.0.5]) with mapi; Mon, 29 Aug 2011 15:44:36 +0800 From: To: Date: Mon, 29 Aug 2011 15:45:02 +0800 Subject: Re: [FlyRotary] How to tune with ADI? Thread-Topic: [FlyRotary] How to tune with ADI? Thread-Index: AcxmH4AKW9N/64ysRWq8QR9DOp/IAA== Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_DDA29663703043B685AD042D78584696careyasnau_" MIME-Version: 1.0 --_000_DDA29663703043B685AD042D78584696careyasnau_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Hi Dave If you are chasing a circuit for knock sensing try: http://siliconchip.com.au/cms/A_108910/article.html Cheers Steve Izett Perth WA On 29/08/2011, at 12:24 PM, David Leonard wrote: Ok, So I have the new ADI system installed and working.... I think? Some of you smart racing guys probably have experience with ADI. Most of the instructions that come with tuning it are directed toward car g= uys that have computers and knock sensors. All they do is turn the system = on and the computer allows more advance because I is not sensing any knock.= The only real advise I have so for for me is that I should be running jus= t less than the amount of ADI that it takes to bog down the engine. My sys= tem is a fixed flow so I don't have much choice but it seems to be about ri= ght. If I use straight water (which I did for initial testing), the engine= bogs after about 10-15 seconds of ruining the ADI system. But when I uses= a 50/50 mix of water and denatured alcohol (too hard to find methanol arou= nd here, but close enough) the engine does not bog. So assuming my amount of ADI injected is about right, now I am supposed to = be able to lean to better power and advance the timing a little. But how m= uch? For the last testing flight I was using EGT for lack of a better guid= e. When the ADI comes on, my EGT drops by about 30 deg C, and there is a h= int of roughness to the engine. I can then lean a little and the roughness= clears up. For my test flight I leaned until my EFT came back up to where= I normally limit it (890 deg C). But if I then add 5 more inches of MAP, = there is still a hint of roughness even at 890 deg and I get the sense that= it wants to be leaned a little more. But I am afraid to do that... We are= talking 45" MAP and 7300 RPM here (185 KTS indicated (Vne) and climbing at= 500 fpm). So here are my questions: Is EGT a useful tool here, and does leaning to get the EGT back to 890 make= any sense? Since Methanol will do such a good job at preventing detonation, is it safe= to lean further toward best power (peak EGT)? (note, that will be hard on = the turbo... I need to remember to bring the spare one to Reno) How much advance do you think i can add? I was previously ruining 5 deg ah= ead of Tracy's recommended initial set up. Can't give a number because the= EC2 retards the timing with higher MAP's. How much, I have not heard. I = can easily add one deg at a time using Ed's EFI monitor. But without a kno= ck sensor am really in the blind. Thoughts? -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net ________________________________ The contents of this email are confidential and intended only for the named= recipients of this e-mail. If you have received this e-mail in error, you = are hereby notified that any use, reproduction, disclosure or distribution = or the information contained in this e-mail is prohibited. Please notify th= e sender immediately and then delete/destroy the e-mail and any printed cop= ies. All liability for viruses is excluded to the fullest extent of the law= . --_000_DDA29663703043B685AD042D78584696careyasnau_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Hi Dave
If you are chasing a circuit for knock sensing try:

Cheers

Steve Izett
Perth WA
On 29/08/2011, at 12:24 PM, David Leonard wrote:

Ok,  So I have the new ADI system installed and working.... = I think?
 
Some of you smart racing guys probably have experience with ADI.
 
Most of the instructions that come with tuning it are directed toward = car guys that have computers and knock sensors.  All they do is turn t= he system on and the computer allows more advance because I is not sensing = any knock.  The only real advise I have so for for me is that I should be running just less than the amount of ADI= that it takes to bog down the engine.  My system is a fixed flow so I= don't have much choice but it seems to be about right.  If I use stra= ight water (which I did for initial testing), the engine bogs after about 10-15 seconds of ruining the ADI system. = But when I uses a 50/50 mix of water and denatured alcohol (too hard to fi= nd methanol around here, but close enough) the engine does not bog.
 
So assuming my amount of ADI injected is about right, now I am suppose= d to be able to lean to better power and advance the timing a little. = But how much?  For the last testing flight I was using EGT for lack o= f a better guide.  When the ADI comes on, my EGT drops by about 30 deg C, and there is a hint of roughness to the en= gine.  I can then lean a little and the roughness clears up.  For= my test flight I leaned until my EFT came back up to where I normally limi= t it (890 deg C).  But if I then add 5 more inches of MAP, there is still a hint of roughness even at 890 deg and I ge= t the sense that it wants to be leaned a little more. But I am afraid to do= that...  We are talking 45" MAP and 7300 RPM here (185 KTS indic= ated (Vne) and climbing at 500 fpm). 
 
So here are my questions:
Is EGT a useful tool here, and does leaning to get the EGT back to 890= make any sense?
Since Methanol will do such a good job at preventing detonation, is it= safe to lean further toward best power (peak EGT)? (note, that will be har= d on the turbo...  I need to remember to bring the spare one to R= eno)
How much advance do you think i can add?  I was previously&n= bsp;ruining 5 deg ahead of Tracy's recommended initial set up.  Can't = give a number because the EC2 retards the timing with higher MAP's.&nb= sp; How much, I have not heard.  I can easily add one deg at a time using Ed's EFI monitor.  But without a knock sensor am really in= the blind.
 
Thoughts? 

--
David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net<= br> http://RotaryRoster.net


The contents of this email a= re confidential and intended only for the named recipients of this e-mail. = If you have received this e-mail in error, you are hereby notified that any= use, reproduction, disclosure or distribution or the information contained in this e-mail is prohibited. Please notify t= he sender immediately and then delete/destroy the e-mail and any printed co= pies. All liability for viruses is excluded to the fullest extent of the la= w.
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