And I was so optimistic...
Had all intentions of killing the miss today. Started by verifying the spark plug gap was set to .027", which is the range that Klaus recommends for high compression engines.
Wasn't the best day for all this. The outside air temp was about 94F and the winds were gusting to 20 kts.
Flight test #1 - Removed the back up sensor from the bracket and tied it back, to ensure that it was not interfering with the primary, in any way. We theorized there may be some mutual inductance between the two sensors, which are 18 degrees apart, through the trigger wheel and for any inductance in the wires sending the signal to the ECU. Theory and test failed.
Flight test #2 - Set the primary sensor to a very reduced air gap of only .014". We did this since we seemed to have improved results on the ground by tightening up the gap. Test failed.
Flight test #3 - Swapped both sensors. Maybe we just had a bad sensor. Test failed.
Flight test #4 - Did a dynamic propeller balance. Theory being that if the prop were out of balance, it might be messing up the sensors. I know my prop is about of balance right now, so I was willing to give it a try. C-Rod just bought a very professional system and bent over backwards to help. We started with an imbalance of about .47 IPS (inches per second) and when finished we got down to a very respectable .13 IPS. The engine is now nice and smooth, but the Test Failed.
Oh yeah, still have high oil temps.
On the plus side, my lovely wife had a nice dinner waiting for me.
2 comments:
Does the electronic ignition in any way impact the output voltage to the plugs? If that side is weak wouldn't that explain much of what you have discussed (except the oil temp.
Short answer: no. This system uses LS1 coils, which always has 12V applied. The computer triggers each coil, which then uses the 12V to create the spark.
Post a Comment