Who would be interested in a stand alone EMS that controls fuel delivery and ignition? This unit does not need a PC to program it and will include all the sensors needed to run. Not sure about the length of the wiring harness. It may only be supplied with the connectors needed for making it to the lengths you would need. Pricing around $600.

Right now I'm just guaging the interest in this to see if its worth my time to pursue selling these. I have lots of questions for the company that would produce it. I'm making a list of things I want to ask and if you have questions, now is the time to let me know. I'm calling them back the first week of September.

Once again I'm just trying to see if this would be worth my time. If all goes well it would proceed as a group buy. Deadlines would be set to be in the purchase and a small deposit would be needed to fill the production slots and to guarantee I don't get stuck with 20 of these things. The rest of the payment would be due upon completion.

At this point I can answer some of your questions but like I said I still have many to ask them myself.

 

I might be interested. And I have a few questions. Will the timing split be programable? And will the ecu be accurate enough to safely run zero split? What will the maximum rpm it can accurately deal with? Will it have outputs to control the VDI/6ports, or if youre like me, the custom staged intake manifold Ill have soon? How many injectors will it be able to control(I want to run 6)? What do you use to program it? Could you load new maps while the car is running? You said it came with sensors, but are they readily available sensors, such as GM, or what?

 

Many good questions to add to my list.

The unit will a modified one from an aviation application. I don't think it will be able to control 6 injectors. Airplanes don't usually vary their rpms drastically so 4 properly sized injectors are adequate. With that in mind there will probably be no staging of the injectors or anything to control the VDI. Aviation applications usually have tuned intakes to work good at certain rpms since that is where they spend most of their time. The unit will have a control pad or something similiar ot make your adjustments with but I'm not sure what. Not sure what type of sensors they use but they have been used on many applications of rotary engines in experimental aircraft. I will still ask them when I call them as I may be wrong.

My primary interest is for my racecar. My car not have VDI or 6-port actuators and the staging of injectors will not be a big concern.

I'm not sure how well this unit will work with a stock manifold as most of the applications are using custom made pieces or atleast a modified factory piece.

 

I would be inerested too. I have most of the same concerns as Mazdaspeed7. The primary theing I want to get rid of is the $%^ MAF. I think I would like PC programming as well. or some kind of programming.

 

I might be interested. Just depends on the pricing and whether or not you can have preset levels of fuel/ignition. I also would want to be rid of the AFM as well. But for $600 it will have to be proven to work, I don't want to be a guinea pig.

 

I'm gonna be the guinea pig.

No PC programming. It will have its own controller. Possible hookup for monitoring engine functions but not sure about dataloging.

Does not use an AFM

 

sign me up!

 

If you can make it use change on fly programs and have most of the functions of a Wolf 4.0 type setup ... I will take 2, one for each of my Rx's

 

Interested...

 

Of course you can build your own for $150. Fully programmable. Fuel only, not ignition- gotta run a distributor.

Brad

 

build your own for 150? tell me about this. lol...no way im forking out 600 bux, i cant even get ahold of 300

 

Will it run on 12VDC?
Processor and bus speed?
MAF, speed-density, or alpha-N?
Open or closed loop?
Peak hold or saturated injectors?
Injector impedance?
Injector pulsewidth resolution in milliseconds?
Individual injector trim?
How many rpm points, and what is their resolution and max rpm?
How many load bands, and what is their resolution?
Is there interpolation between points?
Rev limiter?
Idle speed control?
Post start enrichment?
Overrun fuel cut?
Acceleration enrichment / deceleration enleanment?
Air temperature compensation?
Engine temperature compensation?
Battery voltage compensation?
Air/Fuel ratio display?
Sensor value display?
Datalogging?
Will it work with the stock FC ignition or CDI?
Will it work with the stock FC CAS?
Will it work with the stock sensors?
Rotary engine split timing vs. load and rpm?
Auxiliary ports?
Can ignition and fuel maps be saved and recalled?

 

YA! I was going to ask all that also .. but evil beat me to it

 

Will it work with s4 and s5 tps?


Just adding to the list.

 

interested in this one....is there only to be one guinea pig? no proven real time applications prior to you? ....but also a bit skeptical

- D

 

Hey Evil aviator, I have done some research into rotary aircraft in the past. My dad is an avid pilot, and a certified mechanic and flight instructor.

Heres the basic setup on a rotary for aviation use. A custom PP setup(Ive even seen dual stage intake ports), highly tuned intake manifold that creates peak hp at 5500-6500 rpm, and Im pretty sure the ignition is magneto.

Im kind of worried about how effective it would be on a street car, because aircraft engines work under totally different conditions. Its more of a high load, constant speed for aircraft, while for cars its totally opposite. Some of my biggest worries would be about load resolution at low loads, how quick the ecu can adapt to changes in load, and I think the real killer will be the ignition resolution.

I would expect an open loop only system, and I dont think the resolution will be accurate enough for high rpm rotaries.

 

If it would be a direct "bolt-in" system, and require some tuning, I would be very interested. The key to making N/A's fast is to ditch that AFM, after standard mod's have been done of course.

 

a efi system designed to run an air craft would be similar to one designed to run a drag car, it'd need very little drivavlity cause the things basically only have one operating parameter

 

HWO.....I think not. Whens the last time a drag car operated from sea level to 50,000 ft? Climbed and turned? Reached stall speeds and immediatly advanced to max ab? And back to mil pwr? One parmameter my foot. humor, not a slam.

 

I was hoping you would have a few good questions to add. I had no idea you would have so many. I can answer a few of your questions.

Yes there will be acceleration enrichment.

Yes the stock FC ignition can be used or the coils off a 98 ZR-1 Corvette. Those coils are actually made buy Nipondenso Denso not AC Delco.

No aux. port or VDI operation that I know of.

 

Thats the reason for a modified version of the aviation one. Its adapted for an automotive application. I don't know if it will work well or not. After talking to the owner the my impression is he will not sell something that doesn't work properly. This unit may not be adjustable enough for some of you but for many it may work well. If all goes smoothly I'll try one for myself and see what I think a well as other friends of mine. I'm going to put this on a stock port 87 N/A engine tune it as well as I can and probably go to a chassis dyno for more tuning. After that I'll leave it alone and simply drive it at race events. I'm not to keen on messing around with it and with my setup I shouldn't need to. Only time and testing will tell.

 

I am really interested, and I hope it works better than I expect. If so, Ill definately get one. But knowing some about the aircraft industry, and specifically the engines, I would have to be skeptical. Its being adapted by an aircraft engineer, not an auto engineer, correct? I would have concerns as to just how well an aircraft engineer could adapt an aircraft product to an auto application.

I am most concerned with ingition accuracy and resolution, and then fuel. If I had this ecu, it would be on a motor approching the revs of a PP. Im also looking at the Megasquirt(a few people here seem to be familiar with it ), but I want to control ignition also. There is an ignition only ecu coming from the same people, but its not out yet, and I havent seen any specs for it.

 

For the price you mentioned, virtually anyone would want one if they modded their RX-7, so that's a lot of people...

 

One thing to remember is the 13B being used for aircraft started life in an automotive application. They have to make the engine work for them. The EMS they use is still running an automotive based engine its just in an aircraft. The adaption to make their EMS work for us is probably closer than we imagine. The owner of the company is aware of the additional requirements to adapt it to a car. The big question is will it be cost effective to do this or should we just stick with the Haltech, of which I don't know of any N/A owners that are using it?

PS - This guy is a retired electrical engineer and he knows his electronics.

 

All I want to do is get rid of the AFM and OMP and have at least some control over air-fuel. Even if I need to keep the stock ECU to control ignition.