My EFS 3-A feeds a turbo (draw thru as per Ellison), seems to work well. But I was never able to get the static rpm I thought I should be getting. Runs great without a prop, revs to 5000. Add a prop - 3500. Before the overhaul I was getting 42-4400 rpm. Tried re-pitching the warp drive, tried timing adjustments (as Jeff probably remembers). About the only thing I didn't try was manual waste gate - using vacuum from output side of turbo. Even though I've kind of retired from working on it, it still nags me...
On 3/8/2014 11:40 AM, Jeff Scott wrote: > Actually, the Ellison is one of the aftermarket single point fuel injection > systems that works well with a proper mixture control and a fuel "spray bar" > behind the slide. The Rotec single point fuel injection system is another > that provides acceptable results and is essentially a clone of the Ellison > except that the pressure regulator is mounted separately rather than being > built as part of the injector frame. (TBI-40-3 for a Corvair, Continental, or > small Lycoming and TBI-40-S for the Rotax, Jabiru and VW) > > The rest of the TBI units are single point dribbler style. Posa, Revflo, and > Aerocarb depend on the right needle or needle profile and can be difficult to > get set up correctly. I have set up an Aerocarb on a 6 cyl Jabiru configured > for our airport at 7000' MSL. It took a month or two of screwing around with > it and test flying with the engine performing at less than 100%. (I was not > doing the test flying!) The Aerocarb had 3 different needle profiles with it > and instructions that read like it should be simple to do. However, fine > tuning to get it correct was not simple. IMHO, test flying carb setups > looking for the right combination is asking for disaster, and it came close > with this one. > > Generally speaking, if you want an overhauled or new MA3-SPA of the right > part number (10-4894) for your Corvair, you are likely looking in the > neighborhood of $1500. If you have a good core to trade, it's half of that. > If you keep your eyes open, you can find a carb that might be usable, but > it's really a crap shoot as to the condition of what you are buying. > > One of the less expensive MS carbs that I would think would work well on the > Corvairs would be the MA3-A carb (part No 10-3103-01). This carb was used on > numerous variations of the Lycoming O-235 engine. This carb is not very > popular as it does not have an accelerator pump, so for those that like to > jam the throttle, the engine may stumble. However, it does have proper > mixture control. Because it lacks an accelerator pump, it is less expensive > to buy, less expensive to overhaul and due to the lack of popularity, can > often times be found at bargain prices. If you have ever flown a Grumman > Yankee or 7ECA Citabria you've flown with this carb. > > -Jeff Scott > Los Alamos, NM > > > >> ----- Original Message ----- >> From: peter >> Sent: 03/08/14 10:51 AM >> To: krnet at list.krnet.org >> Subject: Re: KR> Ellison Carbueretor Pricing & Compatibility >> >> I'm wondering once again why experimenting with the carb on an aircraft is >> an attractive idea. There are MA 3s available for almost nothing in the >> aviation Eworld. No experimentation required. The Ellison has been baffling >> experimenters since it was introduced in the mid '80s, always looking for >> the perfect( or even just a usable) needle profile. Am I out of touch? Peter >> >> >> >> >> EFS-3A is $1,030.00 plus shipping and handling.Please note that we have a >> limited number of EFS-3A's in stock and will notbe manufacturing more due to >> production costs. > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
