Will.iam Posted September 6 Report Posted September 6 On 8/27/2025 at 4:19 PM, Fix said: Put back my newly inspected 500h Slick Mag. Engine runs more smoothly in general, but didn't solve my LOP issue. I can get it running 29" 2300 10.1 but it's not 100% smooth as I would like. Good news is that my GAMI Injectors will be sent out this week. Another good news is I had an little oil leak that been hard to find over the last 12 months. If my detective work is correct, then it was leaking from the Oil Stick rubber hose. Fitted 2x new clamps and a new rubber hose and made sure that the metal tubes got connected as they should. Last flight over an hour it appear that it stopped leaking... It was not leaking much, but it flying around everywhere making a mess. What are you using for fuel flow readings? my stock fuel flow meter is .8 gallons more than actual. When i got my jpi to read fuel flow also i used it as changibg the “K” factor is software where as the original would need me to flip some dip switches. I calibrated the jpi by running one tank dry in flight, land add 5 gallons to that tank. Reset the totalizer, start up and fly on the 5 gallons. When engine runs out note what the totalizer shows and adjust accordingly. I have mine down to .1 accuracy now on my jpi but my original show .8 per hour over so i use the original for flight planning purposes but use the jpi for leaning purposes.
Fix Posted September 11 Author Report Posted September 11 On 9/6/2025 at 8:59 AM, Will.iam said: What are you using for fuel flow readings? my stock fuel flow meter is .8 gallons more than actual. When i got my jpi to read fuel flow also i used it as changibg the “K” factor is software where as the original would need me to flip some dip switches. I calibrated the jpi by running one tank dry in flight, land add 5 gallons to that tank. Reset the totalizer, start up and fly on the 5 gallons. When engine runs out note what the totalizer shows and adjust accordingly. I have mine down to .1 accuracy now on my jpi but my original show .8 per hour over so i use the original for flight planning purposes but use the jpi for leaning purposes. Will check it next time.
Fix Posted September 11 Author Report Posted September 11 (edited) My road to getting my -SB engine to run smoothly at LOP continues... I now got my Maggie Harness (Thanks Paul for assisting) and also my Gami Injectors arrived. I've suspected lots of things, but made the decision to change ignition harness to be 100% that there wasn't any issues. They looked fine when we looked at it, but since left mag even when I changed it and also did an 500h inspection didn't solve rough LOP I decided to buy one anyway. What can you say, I'm glad that I did order a new harness, since there was damage to the old one on several wires. One of the wires were actually really bad, and was in direct contact with metal. This was 5B on Left Mag... rest of chaffed wires were on bottom plugs too. This was only on ~550h since new! All damage was in clamp. (You needed to remove wire to see it) Wire with most chaffing was forced against an rivet due to wrong installation and wrong clamp. Also impossible to see without removing wire. Even if this don't solve my LOP issues, I now have a fresh and correctly installed ignition harness. Started to install new harness yesterday. Gami injectors will be next up. Cylinder 5B. Severe chaffing, through outer rubber and braid shield... Some more chaffing, due to JPI probe wire in same clamp. Some more chaffing, due to JPI probe wire in same clamp. When the installed new engine, they used old/wrong clamps that put lots of force on wires. On several wires when clamped together. After some hours of careful wire planning it slowly looks much better. Now all Ignition wires will be in own clamps, and all JPI probe wires in separate clamps. Edited September 11 by Fix
Fly Boomer Posted September 11 Report Posted September 11 25 minutes ago, Fix said: Severe chaffing, through outer rubber and braid shield... I am sorry you have to go through this on a low-time engine, but I have to admit to a little relief to know that the engine was not installed by the factory.
kortopates Posted September 11 Report Posted September 11 Do your best to route those EDM wires away from the ignition wires; allowing them to be in close proximity to ignition wires will cause unnecessary noise in the readings.Sent from my iPhone using Tapatalk 2
Pinecone Posted Friday at 03:20 PM Report Posted Friday at 03:20 PM I just flew 5 hours yesterday after new SureFly settings. The shop retarded the Surefly by 1.5 degrees to 1.8 total retard. With the previous setting, I had to go way LOP to keep CHTs under control, bit TIT was very cool (1520 or so). I was at 31.5 inches to keep CHTs under control with 10.1 GPH. With the new setup, 30.6 inches, 2300, 10.1 GPH yielded about 15 degrees LOP, and CHTs fine with the cowl flaps just slightly cracked open. With them closed, most times they were fine, but occasionally one would drift over 380 (my personal limit). TIT ran 1605 - 1610. Very smooth operation. When I did the sweep to see the actual peaks, with stock injectors, I was about 0.3 GPH GAMI spread.
Ragsf15e Posted Friday at 03:29 PM Report Posted Friday at 03:29 PM 6 minutes ago, Pinecone said: I just flew 5 hours yesterday after new SureFly settings. The shop retarded the Surefly by 1.5 degrees to 1.8 total retard. With the previous setting, I had to go way LOP to keep CHTs under control, bit TIT was very cool (1520 or so). I was at 31.5 inches to keep CHTs under control with 10.1 GPH. With the new setup, 30.6 inches, 2300, 10.1 GPH yielded about 15 degrees LOP, and CHTs fine with the cowl flaps just slightly cracked open. With them closed, most times they were fine, but occasionally one would drift over 380 (my personal limit). TIT ran 1605 - 1610. Very smooth operation. When I did the sweep to see the actual peaks, with stock injectors, I was about 0.3 GPH GAMI spread. Wow, your TIT runs warmer than mine at similar settings. Last weekend I ran 29.5/2350/10.4 with chts at 350 and below, tit 1510. Then i pushed it to 31/2300/11.0 and saw 370 and lower with 1550tit. I don’t think my OAT was that cool? Maybe -4c? At 13,000’
Pinecone Posted Friday at 03:50 PM Report Posted Friday at 03:50 PM How old is your TIT probe? When I got the plane, I had a JPI 830 installed. The JPI and stock TIT were running a significant difference. Like 50 degrees or so, IIRC. I had the shop replace the stock probe and all of sudden, they were almost exactly the same. As the TIT probes age, they read lower and lower.
Ragsf15e Posted Friday at 05:06 PM Report Posted Friday at 05:06 PM 1 hour ago, Pinecone said: How old is your TIT probe? When I got the plane, I had a JPI 830 installed. The JPI and stock TIT were running a significant difference. Like 50 degrees or so, IIRC. I had the shop replace the stock probe and all of sudden, they were almost exactly the same. As the TIT probes age, they read lower and lower. It’s pretty new. Less than 200 hours on it, maybe 3 years?
Ragsf15e Posted Saturday at 07:23 PM Report Posted Saturday at 07:23 PM On 9/12/2025 at 8:50 AM, Pinecone said: How old is your TIT probe? When I got the plane, I had a JPI 830 installed. The JPI and stock TIT were running a significant difference. Like 50 degrees or so, IIRC. I had the shop replace the stock probe and all of sudden, they were almost exactly the same. As the TIT probes age, they read lower and lower. The tit seems pretty reasonable compared to all my egt readings as well. What do your egts read at this power setting?
Pinecone Posted Monday at 07:12 PM Report Posted Monday at 07:12 PM On 9/13/2025 at 3:23 PM, Ragsf15e said: What do your egts read at this power setting? I have NO idea. I know that I am 15 degrees LOP on the richest cylinder. I will check on my next trip
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