The SDS would be high on my list if replacing the Mag you need a system level view without a self powered mag understand the time you can fly on battery alone should your dynamo fail. I am considering full SDS EFI/Ignition but defering until I complete my flight training since everything is running well today.I want to convert my Revmaster 2100D with a Bendix 3000 mag to an SDS ignition. Looking for ideas on what you have done in your engine. I would also consider other recommendations. Lost my faith in the Bendix mag...
You sound like quite the authority on SDS. We've been producing EFI/ EI systems for 27 years and produced over 10,000 of them, nearly 2500 for aviation. They have accumulated over 20 million hours collectively and about 800,000 flight hours to date. They were not developed around "failed" auto conversions. They were developed originally for the automotive market, then moving to aviation to become the most popular user programmable systems in the world for Experimental aircraft. The CPI-2 was specifically designed for legacy aviation engines like Continental and Lycoming.That said, the SDS system has a very good reputation in the homebuilding community even though it was developed around "failed" auto conversions (subaru and mazda). With SDS and almost any EI you'll see improved performance (smoother idle, stronger starts, and increased efficiency). But these come at some cost (cost , and increased chance of catastrophic failure).
Ross can you break down the merits of CPI vs CPI-2 for us VW fliers? Thanks for considering us!The CPI, which we generally sell to the VW crowd, has had zero failures reported and lately the VW market is the largest consumer of the CPI (I'm filling 4 orders for VW systems this week). Most folks buying want their mags gone. They don't want the weight or maintenance of a mag, especially one with a single drive. The CPI has no moving parts outside of the flying magnets on the crank. There are no maintenance intervals specified outside of plug and plug wire inspections annually. You may opt for single or dual controllers and crank sensors for redundancy. Current draw in cruise is less than 2 amps per unit so your starting battery will run these for several hours if the generator crumbles. Add a small backup battery if you wish even more redundancy.
Thanks perfect layout. between the two options the CP is more optimal for us VW aviators but not inferior. Proper dynamo and back up battery scaled to the mission makes this a logical choice to replace the MAG as primary.The CPI-2 is more expensive and bulky than the CPI- two things that don't fit into the VW world generally speaking. The main extra features of the CPI-2 over the CPI are a remote programmer/ gauge head for the panel to take up less panel space than the integrated controller/ programmer of the CPI and auto battery switch over which the CPI doesn't have. The CPI-2 uses a much larger, separate controller which can be challenging to fit in many small VW powered aircraft.
The CPI can be blind mounted if you don't have the panel space. Feature wise, as far as ignition control goes, they have similar capabilities, both allowing user programmable timing with both RPM and MAP.
The SDS CPI does look like an attractive ignition option for the VW. And, just to mention it, once a person is headed down that road, going whole hog and investing in the fuel injection to go along with the electronic ignition starts to look good. By my estimate it's about an extra $1k (above the CPI cost) to go with the SDS EM-5D and the other needed stuff (injectors, injector bosses, fuel pump, etc). Whether that's a good value would depend on how cost-sensitive a builder is and some other factors. A lot of VWs have fairly unbalanced induction systems, the ability to individually trim the mixture to each cylinder can be pretty useful, it seems to me.Thanks perfect layout. between the two options the CP is more optimal for us VW aviators but not inferior. Proper dynamo and back up battery scaled to the mission makes this a logical choice to replace the MAG as primary.
Electronic ignition relies on a battery supply, wiring harnesses, remote sensors/pickups etc. All of which introduce new failure modes not found in a magneto. Loss of ignition may not be a catastrophic failure but it sure gets your attention. On my engine I replaced one mag with an electronic alternative and within 10 hours of flight managed to experience an in-flight failure (due to pilot forgetting to turn on ALT). Luckily the 'old' mag filled the gap however in my case the electronics increased the chance of failure as I expect it will for all pilots.I am not sure where your comment about "increased chance of catastrophic failure" comes from. Any insight on that?
My PMag needs minimal external power below 1,000 RPM. Above that, it internally generates its own power. It mounts just like a magneto. No separate crank position sensor required. Plus, it is really simple to time.Electronic ignition relies on a battery supply, wiring harnesses, remote sensors/pickups etc. All of which introduce new failure modes not found in a magneto.
Sounds perfect. All the benefits with none of the drawbacks. I think when I installed Surefly, it was the only one with a STC for my P210N. Hopefully that will change as time moves on. I noticed dramatic improvements in smoothness and LOP ability up high when I went electronic. However Surefly needs volts all the time from the aircraft and is not internally powered.My PMag needs minimal external power below 1,000 RPM. Above that, it internally generates its own power. It mounts just like a magneto. No separate crank position sensor required. Plus, it is really simple to time.