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rnjcurtis(at)charter.net Guest
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Posted: Wed Dec 03, 2014 10:04 am Post subject: AeroElectric-List: Fusible links |
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Probably a safe assumption for 'traditional' a/c engines with stock fuel
delivery, but different for 'alternative' (automotive-based) engines and
increasingly, a/c engines, more current is required. Most
automotive-based engines use high pressure fuel injection which must be
included in current calculations. There's now a growing wave of
automotive style injection on a/c engines, as well. High pressure
gerotor or roller-vane fuel pumps typically draw 6-10 amps continuous.
Even the little turbine style pumps (which must be installed inside the
fuel tank; the input must be kept flooded) typically draw 3-4 amps. So
total current demand to keep an 'electronic' engine running usually
exceeds 10 amps; often as high as 15.
So what's the solution? Dedicated fuse bus at the battery to distribute
power to the various engine control components?
Mine is set up with dual electronic ignition and dual fuel pumps. With my dual battery system I have 2 fused circuits off the main battery bus going to ignition #1 and fuel pump #1. From my Auxiliary battery bus I have another 2 fused circuits going to Ignition #2 and fuel pump #2. With this system you have total redundancy and limited current in each wire.
Roger
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rnjcurtis(at)charter.net Guest
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Posted: Wed Dec 03, 2014 12:19 pm Post subject: AeroElectric-List: Fusible links |
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Not aware of
any ignition that requires more than 3A. Lightspeed's
flame throwing CD ignition runs 2.6A at 2700 rpm on
a 6 cyl engine.
If you are using a PSRU (propeller speed reduction unit) on a 6 cylinder engine you will have a higher engine RPM, perhaps in the range of 4 - 5 k rpm. This higher speed will translate to a higher current flow to the electronic CD ignition. An MSD 6A automotive CD ignition module is specified at 1A / 1K RPM, which translates to perhaps 5A worst case.
Roger
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