Craig, It’s pretty funny you still fail to acknowledge the fact that you screwed up on your rebuild of the airplane and it was your poor building habits that brought the airplane down not the Ellison as you remove a cooling plenum that in your infinite wisdom you thought you didn’t need.
Ellison is no longer supported because of jerk wads like you who when they screw up threaten to sue the company instead of accepting responsibility for their own failures. But I forgot, it is always someone else’s fault and not yours when you have a problem. You should probably just give it a rest. Sorry Mark, I tried to be quiet. Steve Glover Sent from my electronic leash. > On Nov 4, 2022, at 18:58, Craig Williams <cr...@kr2seafury.com> wrote: > > As always "your results may vary" > > As most of you know the Ellison vapor lock issue is what brought me down in > May of 2019. After the rebuild I swore off TBI's and actually tried the > MA3SPA carb as recommended by WW and could not get the Corvair to run > correctly. It was always too rich. It also hung way below the engine > creating headaches for the cowling. So after many months of frustration I > went back to a TBI and now WW is not recommending the MA3 carb although he > says it works ok. (there's a whole back story to that too) Anywho, I have > talked to others that had the same experience that I did so goodbye MA3 carb. > > > This is my experience with the Corvair engine and using a TBI. I have to > assume it would be the same for VW. It is my understaning that the EFS2 for > VW's was discontinued. > > Ellison EFS3A: > > 1. Can vapor lock if TBI regulator gets too hot. (Ellison would not > acknowledge this fact. Multiple users have experience with this fault) > 2. No method for braking a vapor lock. > 3. I could never get the engine to shutdown using mixture without increasing > the throttle. (minor annoyance) > 4. RAM air worked fine. See recommendations below. > 5. No support that I am aware of. > > Rotec 34-2 > > 1. regulator bypass button provides engine priming (works great, save > weight too) > 2. regulator bypass button will break a vapor lock. > 3. Engine shuts down fine with mixture only to full lean. > 4. RAM air worked fine. I see an increase of a minimum .5 inHg manifold > pressure. I open ram air right after takeoff. AFR does not change. See > recommendations below. > 5. Support available (Rotec sells overhaul kits) > > My Recommendations. > > 1. If using Ram Air add an airflow straightner to the intake flange right > before the TBI. (sold on ebay $20) > 2. Filter, filter, filter. Don't ignore the importance of having the > cleanest fuel you can get. The holes in the spray bar are smaller than > small. > 3. Run a AFR system. Dual AFR is better as it will show you which side of > the engine is leaning first. > 4. Intakes shorter than 6" after the TBI will decrease uniform mixing and > will likely cause one side of the engine to lean first. > > Rotec manual: > https://www.rotecaerosport.com/_files/ugd/ef523b_b5817e340a9e4a8bbb1d0ebd894974fd.pdf > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
