I've run about 5000 gallons of fuel through the Ellison EFS-3A carb on N56ML (do the math on that...more than it cost to build the plane). I figure about 1000 of it was with 10% ethanol, with the vast majority 93 octane from the Raceway down the street,and a little 100LL when I'm flying long-distance and auto fuel isn't along the way. I may have just been lucky, but the only trash I ever found in the filters was a little of the black "hair" that's part of the Earl's Pro-350 fuel line exterior. No water either! I took the diaphragm out of the Ellison at some point (because I thought it MIGHT have some water in it), and it looked almost new, so I put it back in and saved the replacement that I'd bought for later.
Steve Bennett is the guy with the Ellison diaphragm soaking in a jar full of what I think he said was E-85 autofuel (85% ethanol). I took that idea and started my own sample. When I cut the 2" diameter plug out of N891JF's vinylester fuel tank to add a fuel sending unit, I dropped it in a jar of 10% ethanol, where it remains today. I wanted to verify that it was indeed vinylester, and that it wouldn't soften with time and clog the fuel outlet. It still taps solid with a screwdriver after about two years, so I've been running some 93 octane with enthanol mixed about 50/50 with 100LL. This is mostly an effort to reduce lead fouling on the valves and heads, and to gradually sneak up on 100% 93 octane autofuel with ethanol (at least for winter). There are a few "third world" gas stations in town that sell "ethanol free" gasoline, but some of it smells really funky and I've watched it dissolve rubber hoses in a matter of weeks. Based on that, I've decided that I'll stick with what I know...a national chain that I've had very good luck with. Regarding vapor lock, it happens on Ellisons as well, as I discovered early on with N56ML. Since then I've run a 1" blast tube right to the pressure regulator cover, and have had no problems. I also learned that on really hot days, I could cool the CHTs and the temperature of that cover by idling the engine up to about 1200 rpm for a few minutes before takeoff. It sounds counter-intuitive, but thermocouples don't lie. This may be because of my plenums, but I'd think baffling would work the same way. Air rushing through the carb helps cool the regulator as well, I'm sure. Mark Langford ML at N56ML.com http://www.n56ml.com
