REFLECTOR: engine tuning ... was Project Updates

[nmflyer1 at aol.com]

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 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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