SDS EM-6 Manuel utilisateur

EM-6 Aviation Installation and Tuning Manual for Version 33 Software.

July 2/23

Disclaimer

These products do not conform to any recognized set of standards or certifications for aviation

applications.

This ECU is not waterproof and will not function as designed if moisture invades the enclosure or

power/ ground connections are interrupted.

Failure of this unit may result in a complete loss of engine power.

Use of these products on amateur built/ experimental aircraft is at the discretion of the buyer who

accepts full responsibility for any consequences resulting from its use. Since Racetech Inc.

cannot control the installation, programming, application environment or use of its products, we

accept no responsibility for damage, loss or personal injury resulting from the use of SDS

products. By using SDS products, the user understands and accepts this.

If any user does not agree to this disclaimer, they may return the system/ parts in new condition

for a full refund.

*********************************************************************************************************

Please read the entire manual before attempting any hookup or running of the system.

Due to the technical nature of this system and depending on the engine type, we may include

supplement manuals to cover different applications.

For tech help email Racetech/SDS at race[email protected] or call 403-671-4015. When calling for help

please let us know which system you have. See below for descriptions of different systems.

System Description

SDS EM-6 is available in 2 different models for aviation applications:

EM-6-D controls fuel injectors only.

EM-6-F controls fuel and ignition timing using coil packs or multiple ignition coils.

EM-6 is a microprocessor based, digital, programmable EFI system intended to control port type injectors and

direct fire ignition coil packs. The EM-6 allows you to access all points in the engine operating map with the engine

running and alter them according to your own specific needs utilizing a panel mounted LCD programmer.

Dual EM-6 ECU with Design1 programmer and SDS card data logger shown

Theory of Operation

Air temperature, CHT (or coolant temperature), manifold pressure, throttle position and rpm are all

measured and taken into account by the EM-6 ECU which determines how often and how long the

injectors remain open. The ECU generates a precise triggering pulse, which is fed to the injectors. The

manifold pressure value multiplied by the rpm value determines the primary pulse width. Barometric

compensation also corrects AFR with altitude behind the scenes, regardless of MAP.

Mechanical Section

Fuel System

In order for any EFI system to function properly, an adequate supply of fuel at the proper pressure must

be present at the injectors. Problems are invariably blamed on the electronics when in fact 99% of all

running problems are due to mechanical deficiencies. Most running problems are due to poor electrical

connections or insufficient fuel supply/ pressure issues. Failure to follow proper fuel system

recommendations and layout can cause a partial or complete power loss.

Any fuel system design must ensure that fuel feeds from the tanks to pump inlets at all times

during normal flight conditions including uncoordinated flight at high bank angles.

Injectors

We supply properly sized and matched injectors for your application. You should consult us if you plan to

use different injectors for some reason. Improperly sized or matched injectors can create running or

tuning problems and our mapping recommendations may not be valid. Undersized injectors can

cause engine damage in extreme cases.

Fuel Pressure Regulator

We supply either an adjustable Borla regulator with AN-6 fuel fittings or a non-adjustable OEM type with

O-ring sealed inlet and either barb outlet or 1/8 or ¼ female NPT outlet fitting. We recommend the

adjustable type have its fuel pressure set to 45 psi using the adjusting screw on the top of the regulator

with the engine not running. Both regulator types have a MAP reference hose port for connection to

intake manifold vacuum. Using other unproven regulators is not recommended as failure can cause

partial or complete power loss. The adjustable regulator should be rigidly mounted to the firewall. The

plug may be removed on the Borla regulator for tapping off fuel pressure. Threaded mounting holes are

1/4NF.

Non-adjustable and AN6 adjustable fuel pressure regulators

Fuel Pumps

We recommend using only the supplied/ recommended genuine Walbro/ TI pumps to ensure maximum

reliability and safety with regards to re-priming in the event of a dry tank condition and to be sure they are

properly matched to the hp of your engine. The use of other brands is not recommended as failure

can cause a partial or complete power loss condition.

We can supply either a single pump or dual pumps mounted in a module to allow easier plumbing and

mounting. Be sure to follow the safety/ assembly instructions that come with the pump modules.

Improper fitting assembly can cause line or pump blockage, leading to a partial or complete

power loss. Dual pumps should have separate power feeds, breakers and ground points for maximum

redundancy. Fuse each pump with a 15 amp fuse or breaker. Nominal current draw is between 4.5 to 5.5

amps each at 14V, running at 45 psi pressure, depending on pump model.

Dual fuel pump module

On low wing aircraft, we recommend the pumps be mounted

as low as possible on the floor, preferably parallel to the floor.

If you must mount the pumps vertically, mount them with

the outlets facing UP, never down. Inlet lines to the pumps

should be 3/8 inch or AN6 with a minimum number of fittings

used. We recommend not using any 90 degree fittings if

possible on the pump inlets. Pump inlets should preferably be

flooded by fuel at all times. It’s normal that pumps can be rotated in the housing. They float on dual O-

rings at each end of the frame.

Be aware that the black pipe plugs are not sealed or tight. Permatex 56521 can be used to seal the

plugs.

Use caution tightening the nuts on the electrical terminal studs. Snug only. A number of people

have snapped these off.

Never place fuel pumps close to any hot engine parts unless they have proper heat shielding/

cooling.

We don’t recommend mounting pumps close to the engine due to fuel heating concerns. Inside the

cockpit is preferable.

Fuel Lines

Fuel lines from the fuel tanks to fuel selector and pumps may be rigid aluminum or steel tubing or Teflon

lined, stainless steel braided flexible hoses. Flexible hoses must have a conductive inner liner

designed to limit static electricity buildup when carrying gasoline.

Fuel lines between the airframe and engine must be flexible types of at least medium pressure rating

(over 100 psi burst strength). Never use rigid line between the airframe and engine which can lead

to vibration breakages and fire hazard. Never place fuel lines close to any hot engine parts

unless they have proper heat shielding.

Most installations will route fuel from the pumps to a fuel block, then use separate braided hoses to

connect to each injector boss. In this case, fuel from the pump enters on end of the block and return fuel

exits the regulator on the other end of the block. Other installations will use a rail or loop type system

where each injector is linked in series to each other. In this case, fuel from the pump enters the first

injector and Tee fittings on each injector boss routes fuel to each remaining injector in turn. The regulator

is placed after the last injector in the loop and fuel is returned to the selected tank through a Duplex fuel

selector or header tank in the case of many shoulder or high wing aircraft.

Fuel block with non-adjustable regulator Fuel block and template for rear baffle mounting

Top engine mount fuel block Return line using Earls Stat-o-seals

You must use fuel return lines with SDS EFI. Fuel return lines have little or no pressure present. Return

fuel should enter the tank(s) at least 4 inches from where the fuel feed exits. Installation of return lines

into many tanks can be made in the access/ sender cover plate. Bulkhead fittings sealed with Earls Stat-

o-Seals on both sides can make installation easier in many cases. We recommend 3/8 or AN-6 return

fittings and lines.

Fuel Filters

We provide either a large single or 2 smaller filters (40 micron)

to be mounted before the fuel pump module plus one small

filter to be mounted between the pumps and fuel block, usually

on the firewall. Note the arrow for flow direction. Ports are ¼

NPT. Fittings supplied are AN6. Secure with the provided Adel

clamps.

All fuel tanks should have screen type finger strainers on the

fuel feed lines and/or 35-50 micron filters between the tanks

and the pump inlets Be sure to check the filters annually.

On new build aircraft, construction debris can clog filters leading to pump damage or a loss of

fuel flow which can cause a partial or complete power loss. Check at 10 hours initially.

We recommend turning the fuel pumps on and listen to the tone prior to engine cranking. Establish what

the normal noise of the pumps is. Any increase in noise may mean that the fuel filters are clogging and

restricting flow to the pumps. Investigate before flight.

On the pressure side of the pumps, always be sure that any filters used are rated to at least 100

psi. Use 3/8 lines and AN-6 fittings.

Gascolators

We don’t recommend the use of gascolators with our EFI systems as they serve no useful purpose with a

high pressure return type fuel system. If regulations require them, best to install them on the high

pressure side between the pumps and injectors and use them as filters. Be sure gascolators are rated

to at least 100 psi.

Fuel Selector

On any system using more than one fuel tank, we recommend using a

Duplex selector which has a feed and return port for each tank. This

ensures that returned fuel always goes to the selected tank which prevents

pumping fuel overboard

Duplex fuel selector

Fuel Pump Cover

We supply a fuel pump plate to cover the hole where the old mechanical fuel pump was mounted. Seal

this with RTV before bolting in place. If you have the engine apart, you can leave the fuel pump drive rod

out (Lycoming), as it’s not required with the electric EFI fuel pumps.

Lycoming, Jabiru and Rotax fuel pump covers

Fuel injector Mounting

Lycoming Parallel Valve Engines

On these, you are usually supplied with our dedicated injector mounting system which mounts the EFI

injectors directly into the existing 1/8 NPT injector holes on the top of the heads. These use a special

high strength stainless steel lower portion for low heat transfer and a floating 7075T6 bolting flange to

hold the injector cap in place. We fit a stainless steel body injector for maximum temperature resistance.

To mount these, remove the 1/8 NPT plugs from the injector ports (heat may be required). Slide the gold

flange over the lower silver adapter from below. Apply Loctite 246 to the threads on the silver part and

thread by hand into the injector port. Thread in until finger tight then tighten 1 ½ more turns. You should

get about 4.5 turns of thread engagement. Be careful here, stripping the threads will be a very expensive

exercise! Lubricate the lower injector O-ring and slide the injector into the adapter. Rotate the injector so

that the electrical plug faces towards the spark plug. Lubricate the upper O-ring and slide the gold cap

over the injector. Apply Loctite 246 on the two 8/32 Stainless socket head cap screws as shown above

and tighten in place. Only Loctite 246 is acceptable.

We supply/ recommend –3 Stainless steel braided hoses to join the injector tops to the fuel blocks. The

top cap is threaded 1/8 NPT female. Apply pipe sealant (not Teflon tape) sparingly to the fitting (either

steel or aluminum) only, making sure not to get sealant on the first thread. Screw the fittings in at

least a ½ turn past finger tight to get it orientated towards the fuel block fittings. Never turn the fitting

backwards once you start screwing it in. Tighten the braided line swivel fitting in place being sure that

they do not touch any other parts and are supported from vibration at least on one point. The upper gold

parts should not rotate on the lower hex with hard hand pressure.

Lycoming Angle Valve Engines

We supply a different adapter for AV engines but the threaded silver base and gold ring are installed

using the same procedure as above. Test fit the hex fitting and lower gold ring dry to check for clearance

to the cylinder head. In some cases, you may have to relieve a small arc in the head for clearance with a

Dremel tool. See photos below. These parts cannot touch the head when tight.

Once the base and ring are installed, lubricate the

top and bottom injector O-rings and slide the

injector into the lower base. We recommend you

install the upper AN fittings into the gold top cap

prior to installing the cap since you will not be able

to tighten the fitting once the cap is installed. Use

pipe sealant on the fitting threads as described

above. Tighten and clock the fitting so it’s

perpendicular to the top cap flange holes as shown

below before installing the top cap assembly to the

injector.

Apply Loctite 246 to the stainless cap screws and slide

them through the tubular spacers. Alternately start to

tighten the cap screws with an Allen wrench but stop just

before the spacers start to touch the gold parts. Rotate

the lower ring and top cap to the orientation shown

below so you can get the Allen wrench on the cap

screw. Just before the cap screws are snug, squeeze

the two spacers together with your fingers so that

they engage the lower hex. Tighten the cap screws

fully. You can rotate the injector to orientate the

connector as desired. The upper gold parts should not

rotate on the lower hex with hard hand pressure.

Weld on Injector Bosses

Your kit might include either steel or aluminum base injector bosses which must be welded onto your

induction tubes on some Lycoming, Continental or Jabiru engines. In the case of weld on types, the

injectors should be mounted as near as possible to the intake ports, pointed towards the valve. Be sure

when determining placement, that you can run fuel lines and fitting to the boss tops which won’t be too

close to exhaust pipes or any other obstructions. Be sure you’ll be able to get the TIG torch all the way

around the boss to do a good weld. Also be sure to check that you’ll have cowling clearance for the boss

and fuel fittings feeding it.

Weld-in injector boss Make oval hole in induction tube

Mark the outside of the tube where the boss will be

placed. Find the center of your mark and center punch

it. Drill a 1/8 inch hole through the tube. Enlarge to 7/16

with a step drill. Take a 7/16 drill bit and put it straight

through the hole. Lean the drill down slowly so an oval

hole is cut into the tube to match your injector boss (45

degree angle). Line up the boss carefully with your hole

(a cut off 7/16 bolt through the boss base, clamped in

place, can help align it while tacking). Carefully tack the

bosses in place, recheck fit and clearance. Remove the

bolt before final welding. Final weld in place once you

are satisfied everything is right. Injector boss welded in place ( Lycoming)

Throttle Body Mounting

80, 60, 45 and 40mm throttle bodies

Lycoming Vertical Induction Engines

We supply a 60mm throttle body for these engines to fit in place of the carb or RSA-5 Bendix servo on O-

320- O-540 engines. The TPS and throttle arm are already mounted. Use an ACS 2.5 inch aluminum

flange and supplied 2.5 inch silicone hose coupler to connect to air filters or the SDS FAB kit mount for

Van’s aircraft.

O-235 and O-290 engines use the 45mm throttle body.

Lycoming Horizontal Induction Engines

We supply either the 60mm throttle body if you have a sump designed for a carb or an RSA-5 servo,

80mm TB if your sump was designed for an RSA-10 servo. Again, the TPS and throttle arms are already

mounted for you. The 60mm TB snout has a 2.5 inch snout and the 80mm TB has a 3.5 inch ID snout.

Continental O-200 Engines

These use the wide flange 45mm throttle body

Other engines

Engines below 120hp may use our 45mm TB in conjunction with a CNC’d adapter (Jabiru 2200/3300

engines) or bolted directly to a new fabricated or modified stock manifold. All TBs have O-ring sealed

bases and provision for a TPS. Throttle arms are available for vertical, forward or aft facing applications.

10-32 Allen bolts are used to hold the TB to the manifold.

Throttle Position Sensor

If you ordered the TPS option, it will already be installed on your throttle body. Some engines run well

without a TPS. The TPS offers quicker throttle response on most engines from low rpms. Wire color

connections are as follows: Pin 1 orange, Pin 2 blue, Pin 3 white.

MAP Sensor

The MAP sensor may be mounted forward or aft of the firewall. It

should be mounted with the vacuum port facing down to prevent

moisture from collecting inside. Never mount it with the port up.

Join the sensor port to intake manifold or TB ports with 5/32 vacuum

hose. You may tee the MAP sensor hose with MP gauges and fuel

pressure regulator if desired.

Throttle body fittings on 60 and 80mm models for connecting fuel pressure regulator and MAP sensor

Temperature Sensors

1/8 NPT, Bosch M 12 X 1.5mm and GM 3/8 NPT temp sensors

Air cooled engines usually use the SDS sensor provided. This has 1/8 NPT threads and is screwed into a

primer or injector port as shown below. Some engines can use a bolt on adapter where no 1/8NPT holes

are provided on the engine.

Other air cooled engines may use oil temperature. If this was your choice, you’d have a GM 3/8NPT,

1/8 NPT or Bosch 12 X 1.5mm sensor. Tap your sump accordingly.

SDS 1/8 NPT CHT sensor mounted in primer port hole.

(Lycoming). This sensor is used for cold start and warmup

enrichment only and will read much colder than dedicated

CHT sensors embedded in the center of the head. 6

cylinder dual systems use 2 CHT sensors.

When routing the Engine Temp sensor cable to the

sensor keep the cable away from spark plug wires by at

least 1 inch, and never zip tie this cable to the spark

plug wires. There is danger the plug wire could arc to to

the temp cable damaging this input in the CPU

Air Temperature Sensor

On Lycoming installations, we supply 1/8 NPT sensors. The

air temp sensor needs to see induction airflow. There are

provisions on 60 and 80mm throttle bodies to mount these

as below. 6 Cylinder dual systems use 2 air temp sensors.

Other engines may use 3/8 NPT or Metric 12 X 1.5mm

sensors. Tap accordingly. When routing the Air Temp

sensor cable to the sensor, keep the cable away from

spark plug wires by at least 1 inch, and never zip tie

this cable to the spark plug wires.

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