REFLECTOR: engine tuning ... was Project Updates

Sun Jul 1 08:35:30 CDT 2007

Hi Brian-
Can you please give me the spec on your ECU- I am Running a DTA P-8 Pro-
problem is that it isn't yet actually "Running" so I may need a back up
plan......

Thanks,

Alex

-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Brian Michalk
Sent: Saturday, June 30, 2007 11:08 PM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: engine tuning ... was Project Updates

I got a lot of time in on the engine today.
It just so turns out that the default settings on the Autronic happen to 
turn out to be safely rich of peak.  There is a page that you enter all 
of the engine data and it generates a default table.

It wasn't clear in my email, but yeah, I am going to fly first all ROP, 
then work on the LOP.

The backup fuel injection system worked pretty well also.  It needs to 
be trimmed a little more to reach full fuel flow.  It did get up to 
1500RPM static.  I think 2000 RPM static is attainable.

Wideband O2 would make setting this up a snap.

It was a productive day, and with these results, we are planning to move 
the plane out to the airport.

nmflyer1 at aol.com wrote:
> Brian,
>  
> I waited til this afternoon to respond for a couple reasons,
>  
> I don't know enough about your system to give very good input so I 
> talked with a work bud of mine. He is pretty good at this electronic 
> tuning stuff and I printed and showed him your post.
>  
> Having EGT's on all cylinders is very advantageous to your tuning and 
> mapping. As long as you are absolutely sure that the EGT probes are 
> measuring correctly! I'm sure you already checked that... but I thought 
> I'd mention it.
>  
> Since I don't know your system, I'll let you know that we discussed the 
> table settings using EGT's (similar to a wide band O-2 sensor in 
> practice) and a MAP sensor. Fuel flow added to this and you should have 
> everything you need.
>  
> One caution; it is warned very strongly not to run LOP in a turbo 
> installation. That advice is for boost applications because detonation 
> is very probably if the flows are cut down, specially in a load 
> situation (not sure if it still applies to "normalization") . I'd be 
> careful picking a RPM range alone for a LOP setting because you may end 
> up getting there accidentally on a climbout. If you are set on getting 
> to LOP, then you may want to include a MAP limit as well.
>  
> We thought that it may be best to set everything up ROP for now, just to 
> be safe, and see how it all worked. Once you have your data, you can 
> tweak things up later.  \
> 
> Probably not much help, but all I can give with what I know.
> 
> Kurt
> 
> 
> -----Original Message-----
> From: Brian Michalk <michalk at awpi.com>
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Sent: Sat, 30 Jun 2007 10:29 am
> Subject: REFLECTOR: engine tuning ... was Project Updates
> 
> Kurt,
> 
> I'm still trying to tune in my engine as well.  I've never tuned an 
> engine with electronics so this is new to me.  I had been messing around 
> with the flow table, jiggling a little here and there, and determined 
> that my #4 injector was not flowing correctly.  I now have a new #4, and 
> am going to tune again today.
> 
> I have half a mind to set the tables back to default and start over.  My 
> plan is this:
> 1) Use average EGT (turbine inlet temperature) to find the peak and 
> 50ROP for at least two, hopefully three cells on the table.
> 2) Now go back to the data for individual EGT's and trim those values to 
> get them to peak at the same time.  I have one bulk table, and six 
> individual tables.  The per-cylinder tables can go from 40% to 160% 
> range of what's in the bulk table.
> 
> Is there a better methodology I'm not aware of?
> 
> Once I am more comfortable with the operating fuel flows, I am going to 
> mark out an area on the fuel table for running lean of peak.  Perhaps 
> the area defined by RPM greater than 2500, and manifold pressure less 
> than 27 inches.  I'll have to collect more data to see where this area 
> should be.
> 
> My backup EFI still needs tweaking.  The good news is that the engine 
> does run on my completely homebrew setup.  I'm trimming my spool for the 
> barrel valve and will see how that works today.
> 
> 
> NMFlyer1 at aol.com <mailto:NMFlyer1 at aol.com> wrote:
> ...
> 
>>  
>> I ran the engine again yesterday and all seems well. Now IM on to 
>> cutting some exit ports in the cowl.
>>  
>> Keep us informed,
>>  
>> Kurt
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