On Wed, Jan 28, 2015 at 9:22 PM, Tony King via KRnet <krnet at list.krnet.org> wrote: > Rotax has clearly decided EFI is the way to go. But have you seen the > complexity of their implementation on the 912iS? Running an EFI like > Megasquirt or SDS in an aircraft can and has been done, but it introduces a > lot of new failure modes that you need to understand and make a conscious > choice whether to address them or live with them. And addressing them > equals time and (frequently) complexity. That's fine if that's your thing, > and the results should be a smoother running and more economical engine. > But don't underestimate the effort required to get it working well and > reliably. > > I'd love to put EFI on my KR2S when I get to setting up the engine. But > I'd rather fly than tinker, so I probably won't. > > Cheers, > > Tony > Collaboration will make it easy to set up.
The biggest threat to these systems are heat and moisture. when protected properly they are very reliable. So much so that even single plug per cylinder systems are almost bulletproof. > On 29 January 2015 at 06:13, Chris Prata via KRnet <krnet at list.krnet.org> > wrote: > >> >> I'm just throwing this out here to see if fuel injection as a way to move >> past carb issues, get more precise fueling and better performance is >> happening on KR's. >> Personally, I'm looking (hoping) to build a near-original KR1, and keep it >> as simple as possible (other than a possible retractable tri-gear, >> in-flight adjustable prop, belted redrive, and turbocharger system, and >> full autopilot, LOL). >> Anyway, here is the megasquirt info: >> http://www.msextra.com/ >> >> -Chris >> > _______________________________________________ > 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
