SDS EM-5 ECU (EM56)

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Midniteoyl

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There is less wear because everything runs cooler. Running this lean in cruise, it's actually hard to get CHTs in a good place in cooler weather. No detonation because cylinder pressures are low with the mixture this weak. Oil temps down as well as are carbon and lead deposits. You should not run LOP above 75% power, that part is important.

Too many people equate lean to bad. Running at 50 ROP to peak is not good but at least 75 LOP and everything is happy.

Anything above 4000 feet MSL @ 2500rpm and say 150 LOP, and you'll be below 75% and can safely run LOP. At that setting the lean mixture will drop power about 8-12% from best power mixture. This, combined with the reduced rpms and MAP, even at WOT will put you in a safe cylinder pressure zone- out of the "red box" so to speak.

The injected R3350TC engines in airline service were regularly getting over 3000 hours time on wing running LOP back in the mid '50s. The idea is well proven but only recently re-discovered for opposed engines maybe 10-15 years ago. There's still reluctance to the idea from many locked in the old mindset though.
Oh I get, and approve of, LOP ops, its just kinda hard for me seeing running that low AFR with an engine loaded above 50%-60%. I am trying to change that however.. :)
 

Toobuilder

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...A new method is emerging on injected Lycomings to run WOT as much as possible and lean like crazy any time you're below 75% power. In this way, mixture controls the power at altitude. Some guys run way LOP in the climb even. The CHT/ EGTs stay cool and the fuel flows are way down...
I do this with the RV often. Throttle is against the stop and power is set with mixture and prop. Could not be done with the magnetos, but as soon as I added dual electronic ignition the thing would run smooth well past 150 LOP. If the CHT got too hot in a best power climb, I'd push over and go LOP. The CHT would drop in seconds.
 

rv6ejguy

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Just added a new feature developed for the CPI, to the EM-5. Can now have extra ignition advance on top of the programmed curve at the flick of a switch. Good for a few ponies when when running LOP.

We also just finished validating new integral fuel flow code to be able to talk to all the popular glass engine monitors. This option eliminates the need for external flow meters like Flowscan and Red Cube. Saves some bucks and extra plumbing or external translation boxes. One wire hookup. Outputs the same type of signals as flow meters.

The typical tested accuracy we saw on the flow bench was within 0.5% to 0.68% from idle to full power simulated fuel flows. We can enter an injector null time plus there is a factor users can tweak in the ECU and you can tweak the glass input value as well.
 
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Toobuilder

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The direct FF output is a much bigger deal than most people realize - especially if you plan to run mogas. Those FF transducers are a major source of restriction and when installed on the suction side of the pump will lower the pressure in that section of the fuel system. Combine that with a few 90 degree elbows here and there and you have a perfect storm for vapor lock. It is hard enough to install smooth, free flowing fuel lines in a typically cramped low wing homebuilt as it is - Ross' inovation has just removed a big roadblock to that goal.
 

gtae07

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The direct FF output is a much bigger deal than most people realize - especially if you plan to run mogas. Those FF transducers are a major source of restriction and when installed on the suction side of the pump will lower the pressure in that section of the fuel system. Combine that with a few 90 degree elbows here and there and you have a perfect storm for vapor lock. It is hard enough to install smooth, free flowing fuel lines in a typically cramped low wing homebuilt as it is - Ross' inovation has just removed a big roadblock to that goal.
It's my understanding that the new FF feature applies only to users with the fuel injection part of the system. In that sort of system I think the fuel transducers (one for supply and one for return) would be downstream of the fuel pumps anyway. Unless you ran a separate supply/return transducer for each fuel tank?

But, this does save money, weight, space, and pressure drop (even though downstream of the pump).
 

Toobuilder

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It's my understanding that the new FF feature applies only to users with the fuel injection part of the system. In that sort of system I think the fuel transducers (one for supply and one for return) would be downstream of the fuel pumps anyway...
Depends on where you dump the return. If you run it right back into the inlet of the pump (as some do), then the FF transducer is upstream of the pump(s).

And regardless of where a FF transducer is in the system, one look at the size of the fuel passage makes you wonder how that thing can feed anything over 200 HP.
 

rv6ejguy

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People have been asking about getting other data from the ECU to feed glass displays through either serial or CAN. We can output serial data through the PC data logging port (now USB). We'd have to write some new code to stream this continuously rather than on-demand as with the PC. Possible and something we'll investigate in the future when we get some spare time-if we ever do...

People have asked about data from the programmer port but the data coming out to the programmer is not formatted in RS-232 so that can't be used anyway but we'd prefer to leave the programmer and its data stream in intact anyway and have the second data source supply the glass.
 

rv6ejguy

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We're releasing software version 26.1 now. This has the added optional feature of direct fuel flow output to glass engine monitors which eliminates traditional electro/ mechanical flow meters and their associated plumbing and costs. EFI engines usually required 2 FF meters, one for feed and one for return, subtracting the two values to arrive at fuel flow. The software emulates typical flow meter outputs and is all internal so no other external boxes are required like some other systems use.

sdsff1.jpg
This window allows the user to set injector dead time

sdsff2.jpg
This window allows the user to vary the number of output pulses for calibration purposes
 

rv6ejguy

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We've just released V27 software for the EM-5. This adds user programmable cranking timing retard to the previous features of V26.1.

As of April, we've also offered Tefzel wiring harnesses for aviation kits. These are custom tailored to your length specs and can be supplied as flying leads (completed at ECU end), terminated with pins only (for easier firewall passage) or fully terminated with pins and connectors, depending on your needs and preferences.
 

rv6ejguy

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Dave Anders is now flying his record setting RV4 with our SDS EFI system replacing the AFP mechanical injection. So far, he's reporting much better cold and hot starting and smoother running. He's just starting to collect flight test data as of this weekend.

We're very happy to have Dave choose our product for his aircraft. He's a great guy to work with. Will report some new numbers as new data is available.
 

gtae07

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Dave Anders is now flying his record setting RV4 with our SDS EFI system replacing the AFP mechanical injection. So far, he's reporting much better cold and hot starting and smoother running. He's just starting to collect flight test data as of this weekend.

We're very happy to have Dave choose our product for his aircraft. He's a great guy to work with. Will report some new numbers as new data is available.
If I read right at VAF, he's still using another ignition system? How's that working out?
 

rv6ejguy

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If I read right at VAF, he's still using another ignition system? How's that working out?
Yes, he using LightSpeed ignitions because he already had them. Had a slight problem getting a proper tach signal from the PlasmaII (pulse too short) but was ok from the PlasmaIII. All seems to be working well now.
 

rv6ejguy

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We've just finished testing V29 software and this will be shipping in new ECUs starting next week.

Highlights of improvements and new features over V26-V28:

1. New LOP function tied to ignition advance switch. This can be configured to either just advance timing a programmable amount at the flick of a switch after manually leaning or simultaneously advancing timing and leaning a programmable percentage. There is a hard MAP limit imposed to negate both functions above about 75% power for some protection against forgetting the switch positions near WOT and low altitudes.

leanen.jpg
Leaning with ignition advance

lsw.jpg
Window to set the percentage to lean- up to 65%

2. Select Gauge 1 or Gauge 4 toggling from programming location. You can now select the default Gauge mode to return to when programming parameters, either Gauge 1 or Gauge 4. This will be much more convenient for programming fuel parameters where AFR information is required.

3. Cranking enrichment has been upgraded from a max 32mS pulse to 64mS, effectively doubling the possible amount of fuel for cold starting in extremely low temperatures (below -25C). Still programmed at each temperature set point but now effective to values exceeding 220.

4. Automatic barometric compensation with altitude, regardless of MAP. Flight testing by Dave Anders uncovered the need to correct for this variable when flying in the oxygen levels. New ECUs contain a baro sensor in addition to the external MAP sensor.

5. Selectable blending of IAT and ET (CHT) sensors. These no longer need to be used as pre-set pairs. Selectable in setup mode along with C of F units.

In case anyone missed it, we now have individual cylinder fuel trim for 6 cylinder engines as well.

Thanks to all of our customers and testers for the feedback and ideas which made V29 possible.
__________________
 

rv6ejguy

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We're now shipping the EM-57 ECU which has an on-board barometric sensor and V29.1 software with upgraded temp sensor pairings and improved MAP tables.

em57pcb.jpg

Our machine shop contractor will be adding another CNC mill in mid Feb. to better address production which has sometimes been bottlenecked in the past. Looking forward to shorter lead times on hard parts this year.

We're hoping to start work on a kit for Continental O-200 engines in the early Spring as well as a more complete kit for Rotax 912 engines.

Time permitting, we hope to release a series of tutorial videos on installation and tuning of the system this year too.
 

rv6ejguy

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V29.3 software was released at the end of June. This has code to enable LCD dimming and contrast control on new build dual aircraft programmers which should be available in late Aug./ early Sept.

On another topic, I had the video camera upstairs today and thought I'd shoot a short vid as I was testing some coil packs. You may find this interesting.

I love the smell of ozone in the morning...

https://vimeo.com/225024261
 

Vigilant1

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On another topic, I had the video camera upstairs today and thought I'd shoot a short vid as I was testing some coil packs. You may find this interesting.

I love the smell of ozone in the morning...

https://vimeo.com/225024261
Cool. Where's the video I know you shot next, with the blast of starter fluid? Sure the sparks look pretty, but ya gotta make sure they can git 'er done. Some sparks are showy but lazy (I've even heard of drug-addled "wasted sparks!"). A can of ether and . . . . va--VOOM!
 
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