Last Update: Nov. 16/17
We have been supplying the experimental aviation market with engine management systems now for over 23 years. We offer aviation specific software and hardware for popular experimental engines and we fly what we sell. We are involved as a supplier to several kit manufactuers, engine builders and our always ongoing R&D programs.
We have provided aircraft EFI/EI systems for BMW, 3, 4 and 6 cylinder Suzuki, Continental, Lycoming, Franklin, Jabiru, LOM, Rotax, Saturn, Subaru EJ22, EJ25, EG33, EA82, EZ30, EZ36, Rotorway, Toyota, Hirth, HKS, Honda Fit, Honda V6, Rover/ Buick, Chev/ GM, Verner, VW, Jaguar and Mazda engines. These have accumulated over 550,000 flight hours on hundreds of aircraft and military UAVs all over the world in the last 23 years. Land based systems have accumulated million hours of operation under widely varied and sometimes severe conditions, including the famous Baja desert races with extreme heat, pounding G forces and punishing vibration levels. We have been flying an RV6A powered by a turbocharged Subaru EJ22 engine for product development purposes now for 14 years. We were the first to have a Gold Championship win at the Reno Air Races with EFI in 2010. We have approval with the UK LAA on the Titan T51 (Suzuki and Honda V6 engines) and RAF 2000 gyrocopters and are working with customers in the UK on additional approvals for other experimental engine/airframe combinations. In April, 2017, we won the Best Design Award at the Mojave Experimental Fly-in.
SDS ECUs have a worldwide reputation for bulletproof reliability for over 2 decades. Our competitors in this field offer relatively unproven hardware/software, only have a handful if any systems flying and a tiny fraction of our flight hours and manufacturing experience. As of Sept. 2017, we've sold over 1850 ECUs and systems for aviation applications- both civilian and military. In all markets, we've sold over 9500 SDS electronic ignition and fuel controllers. These controllers have been real world proven in temperature extremes from -36C to +52C and have been lab tested for continued operation even after high voltage discharges directly to the ECU case, simulating lightning strikes. Our conformal coated circuit boards resist humidity and moisture unlike many competing products.
Racetech/SDS has more aviation experience with EFI on a wide variety of engine types than any other company and is the leading supplier of aftermarket EFI/EI ECUs/systems for experimental aircraft worldwide. Current R&D is now focused on aviation specific improvments for traditional air cooled aircraft engines such as Lycoming and Continental. We were the first company to manufacture dedicated, dual redundant EFI/EI ECUs, which are easily cockpit programmable, specifically designed for legacy, Experimental aircraft engines. Watch this page for the introduction of new features and products under current development.
EFI in the Experimental aircraft world is becoming the new "normal" today. While some people cling to 100 year old technology such as carbs, mechanical injection and magnetos, the fact is EFI/EI can do the job better, with less pilot monitoring and less maintenance. Reduced fuel flow for the same TAS is proven on several different engine types now and there is no chance of carb ice with EFI. Mechanical controls simply cannot match the optimized control that EFI/EI offers under all flight conditions from hot start idle to low MAP/RPM at high altitude to the pylons at Reno pushing 900hp.
On the customer service side, we pledge to give you the best in this business with immediate email replies, straight facts, no BS, no evasive answers, no sales pitches, no trash talk. We'll give you the same level of service both before and after the sale. We want you to be happy with your purchase so you tell others. That's how we've stayed in business for over 23 years.
If you're considering an EFI or EI system for your engine, our recommendation is to evaluate all your choices in the market and ask these questions:
How long have they been in the business?
How many ECUs have they produced?
How many flight hours have their ECUs accumulated?
How is their customer support and tech help?
Do they answer your questions quickly and directly?
Is their pricing competitive for the features they offer?
Don't take any vendors word for it. Ask questions of others using their products, check out the popular aviation forums like VAF. In the end, only you can decide which system and vendor best suits your mission.
Please note that SDS products are not compatible with diesel or direct injection spark ignition engines
Turbo Subaru powered RV6A and RV7. Both equipped with SDS engine management systems. The yellow RV6A is our company test aircraft with over 400 hours on it now. We take our customer safety seriously so we feel it's important to flight test SDS products ourselves before we release them for sale to you.
Reliability has always been our first design criteria. Along those lines, we've always used oversized electronic components so that they are not working close to temperature, voltage or current limits. This is one major reason why SDS ECUs have such a good reputation for reliability, even in harsh environments. We also keep wiring connections to a minimum. More connections and intermediate plugs simply add potential failure points. These parts are not something which need to be removed frequently. Finally, we believe the systems must be easy to use and understand. We give you the features you need and ask for to make the engine run properly and efficiently without useless frills or complicated programming. Aircraft engines are essentially constant rpm and load devices, spending the majority of their lives at fixed power settings for long periods of time. Once a power setting is established, the injector on-time remains the same until power is changed for some reason. For this reason, we feel that 3D mapping offers no useful benefits, it merely complicates understanding and operating the system for most people.
We currently offer 2 basic electronic products for Experimental aviation:
1. CPI. This is a user programmable ignition-only product intended to replace magnetos and other legacy EIs on Lycoming, Continental, Rotax and Jabiru engines. More info here: CPI
2. EM-5. This is a user programmable electronic fuel injection controller or EFI plus integrated electronic ignition. Kits are available for popular aircraft engines to replace legacy carbs/ mechanical fuel injection systems and magnetos. Available in many different configurations in either single or dual redundant ECU setups. See the photo below for a typical example of the EM-5.
Basic components of dual EM-5 4F EFI aviation system for Lycoming 4 cylinder engines. No wiring shown here.
We also offer CNC'd products for Lycoming Experimental engines. At this time, we have lightweight flywheels, 14 to 18mm spark plug adapters and dual fuel pump modules shown further down this page. Soon to be released will be billet valve covers.
Andrew Findlay's Lancair vertical
Andrew Findlay's twin turbo Lancair at 2017 Reno PRS. Dual EM-5 6F. He also took first place in July in the Experimental Sport Class at the Air Venture Cup Race.
Murray Kester's very clean Spitfire replica. Jabiru 5100 powered with SDS EFI.
Rusty Crawford is one of our highest time aviation SDS ECU customers (over 1600 hours).
Honda V6 powered Titan T51B replica built and owned by Ben Chester-Master in the UK. Dual SDS EM-5 6F ECUs
Dave Anders' record breaking RV4 now fitted with SDS EM-5 4D system
Jeff Ackland's LS V8 powered P85 is equipped with an SDS EM-5 8D engine management system. Flying in Kansas.
Dan Kidd's LOM powered Glastar with CPI.
Josh Pepperd's 409 powered Piper on top of a glacier in Alaska at 5600 MSL. Dual EM-5 4F equipped. He replaced the other brand of EFI with SDS about a year ago.
Jim Kidd with his IO-540 powered Skybolt at Oshkosh 2017. EM-5 6F equipped. Silver Lindy winner at Oshkosh 2017. Congrats Dan!
We're constantly working on new ideas and new products and we test everything we sell before releasing new items for sale
Latest R&D project. Our Continental O-200 running with EM-5 controlling fuel and spark
Video here: https://www.youtube.com/watch?v=gmGnvOa9RsE
Starting and running up to 1800 rpm video: https://vimeo.com/221821595
WOT testing to 2400 rpm: https://vimeo.com/223383470
Short video of coil spark test:
Production flywheels for Lycoming engines. Machined from 6061T6 billet, they are about 8-15 oz lighter than the stock Lycoming piece. Available in 5/8 and 3/4 inch drive lug versions with the 149 tooth ring gear. 8 7/16 ID, fits 320,360, 540 engines and most other clones. Now available with SDS magnets installed $650US, without magnets installed $620US. Comes with ring gear installed. For O-360 with 3/4 inch lugs, Lycoming PN is 77579 or LW-16471. For O-320 engines with 5/8 drive lugs, PN 76628. Please check that these PNs are compatible with the engine model you have before ordering.
Dual fuel pump module with integrated filter. Weight 2 pounds 14.7 oz. Original design by Ross Farnham and Trevor Colebank, now copied by another company. The gold standard for aircraft fuel pump modules. $625US with pumps for 300hp, $680US with pumps for 400hp. We also offer a version for engines under 200hp with lower current draw pumps. See more info at the bottom of the page or click here pump module.
Long and short reach plug adapters. $15US ea for short ones, $18US ea for long ones.
SDS Aero Products T shirt. Logo design by Elle Nguyen, our model here. Free shirt included with every EM-5 aviation system order. S, M, L, XL sizes available.
Software version 29.4 is now available. This has added some code to control LCD brightness and contrast on the new aircraft programmers.
The new programmers feature a higher temperature spec LCD (-20 to +70C) and adjustable contrast and brightness control. The brightness control was added per customer requests for night flying comfort.
Here we see the contrast control screen- 16 settings
This shows the old defaut level brightness
This is a medium level brightness
This is a low level setting and the 0 setting is a bit lower than this.
After 6 months of real world and lab testing, we're now supplying SMT Hall sensors with Tefzel cable for our aviation systems. Available in single or dual configurations.
Many aircraft engines have poorly designed intake manifolds with different runner lengths, different entry angles and small plenum volumes. This usually results in unequal airflow to each cylinder and therefore unequal air/fuel ratios in each cylinder. This leads to roughness and the inability to run far lean of peak, since one or more cylinders gets to the lean misfire point before the others. EGT spreads of over 200F are not uncommon. There's little you can do about it with a carb and the old fashioned way of correcting it on antiquated mechanical injection systems was with tailored nozzles but this can only work well at one rpm and power setting. With optional SDS V26-29 software, users can now trim the fuel amount +/- 10% in 1% increments to equalize all cylinders AFR and EGTs, from the cockpit, in less than 1 minute, as shown in the photos below:
To change your AFRs in flight, check your engine monitor EGTs and call up these windows in your SDS programmer. Increment or decrement fuel trim with the +/- 1 buttons, scroll left or right to the next trim window with the < or > buttons. It's that simple and makes screwing around with changing nozzles a thing of the past. You can also trim fuel at any throttle angle, MAP or rpm so you are not stuck with an imbalance like you are with mechanical systems. LOP operation is now fully optimized for best power, smoothness and fuel economy and zero GAMI spread.
Recent flight testing allowed the user to get all cylinders to peak simultaneously and the engine would run smooth right to 200LOP. An 11% trim variation between leanest and richest cylinders was required.
Now available for 4 and 6 cylinder engines. 6 cylinder systems require dual ECU boards for this function.
Not applicable to EM-1 to EM-4 ECUs. EM-3 through EM-4 ECUs can have an EM-5 board installed to get this capability. Older EM-5 ECUs can be upgraded to this capability for $300US starting in Feb. 2015. For applications revving under 4500 rpm, you'll also get 100rpm increment fuel and spark programming as well, replacing the 250rpm steps on older systems with V26 software. This gives even finer control of base mapping for direct drive engines operating below 4500 rpm. Simple wiring changes are required on older models to take advantage of the fuel trim software, matching ECU output pins to specific injectors.YouTube video showing trim functions
Window to set the injector dead time Window to vary the number of output pulses for calibration purposes
V29X Programmer Windows
Enable/disable leaning with advance switch activation
Sets the % fuel trim with switch activation for quick LOP operation
We can reflash earlier EM-5 ECUs to the latest version of software (currently V29.4). Cost is $50US plus shipping. You must send your ECU in to us.
V29 adds barometric mixture compensation (applicable to EM56 boards only, requires hardware upgrade to use)and the ability select gauge mode button function plus improved cold start capabilities and selectable temp sensor pairings.
V26/29 contained options for 100 rpm increment programming (no charge to activate)and individual fuel trim control, $300 charge to activate.
V26.1/29 added to the new fuel trim capabilities, a fuel flow signal output option to emulate FlowScan/ Red Cube type fuel flow meters for glass engine monitors. This is a $100 option to activate and provide an additional pin and wire.
PC data logging can be added to your V25 to V29 equipped ECUs for $100 ($125 if you don't have the round data port hole in your ECU case). We need your ECU back to add hardware and we email the Windows software to you.
Return shipping charges apply in all cases.
Basic ECU Specs
Size- 8.5 X 4.0 X 1.0 inches/ 22 X 10 X 2.5cm
Weight- 15.8 ounces/ 450 grams (single)
Current draw at 14V- 0.04 amps (no programmer), 0.06 amps with programmer plugged in
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.
Chinese Counterfeit Parts
It's come to our attention that there are many poor quality fuel injection parts being made in China and passed off as genuine or "OE quality" parts. These include Walbro and Bosch fuel pumps, regulators, Bosch, Delphi and Denso injectors and MSD ignition components. Some of these may even have trademarked logos and PNs stamped/ printed on them and come in genuine looking packaging. These parts may not work as the stock ones do or in the case of fuel pumps, may fail in a few hours. Beware of where you buy these components!
Photo of aircraft 3 1/8 panel mount display head (backlit). With V17-29.2 software, has 4 gauge modes to display, manifold pressure, rpm, engine temperature, induction temperature, battery voltage, fuel flow, injector duty cycle, throttle position, acceleration enrichment, mixture knob position, ignition timing and O2 sensor voltage. Also displays error codes for sensor failures, check engine light feature and allows full programming of the system in flight.
Because people often want different parts or to delete some parts from kits, we cannot put every combination with pricing on our order pages. Please contact us so we can finalize what parts you want, wiring harness lengths, preferred terminations and shipping costs: E-mail:firstname.lastname@example.org System prices range from about $1200US for four cylinder fuel only control with no other hardware such as pumps and injectors, up to about $7800US for a 6 cylinder Lycoming system with dual ECUs, dual ignition, all hardware such as injectors, mounts, coils, plugs, adapters, wires, throttle bodies, data logging, fuel flow and fuel trim options.
Advantages of SDS Over OE EFI Systems in Aircraft
While there are many automotive engined homebuilt aircraft flying with the OE computer controlling fuel and ignition successfully, many users may not be aware of some potential pitfalls of using these systems. Many OE computers can either shut off the injectors if certain things fail such as a water temperature sensor to protect the engine from a perceived or real overheating condition or go into a very low power limp home mode. Either of these scenerios mean that you are coming down in an aircraft. The designers of these automotive ECUs did not take aircraft use into account during the design phase obviously. Their considerations were likely as follows, in order of importance: 1. Reliability- keep the engine from destructing ( shut the injectors off if necessary), 2. Emissions, 3. Fuel economy, 4. Driveability, 5. Power. Fortunately modern EFI systems, sensors and ECUs are very reliable, generally speaking. Just be aware, that as on your Continental or Lycoming, anything CAN fail equally so on your automotive/EFI conversion, making you an unwilling glider pilot.
Many people have spent countless hours trying to unravel programming code on OE ECUs for use on aviation applications, to undo unsuitable code or responses or security interlocks sometimes successfully, sometimes not. Others wonder what the ECU might do when certain sensors or inputs are modified or disconnected, especially many of the tied in chassis sensors on modern systems, not to mention security and digital key interfaces. What some people have attempted to do in dozens or hundreds of hours with often unknown consequences using OE ECUs can generally be done in minutes with SDS. You know exactly what the system will do without any hidden secrets or repercussions. All OE ECUs were designed to use an O2 sensor for closed loop feedback of the air/ fuel ratios at part throttle. As such, they may not be very suitable for use with leaded avgas. SDS does not require an O2 sensor at all.
People using OE systems often have to use the factory car wiring harness which obviously was not designed to fit their airplane. They try to strip out wires which are not needed, lengthen this, shorten that. Usually they just have a big, stiff, heavy, ugly mess on their hands. With SDS, we build a custom length, lightweight, reliable harness for your installation from Mil Spec Tefzel. We can leave connectors off for easier firewall passage and can even provide a harness with no pins on so you can custom tailor each cable yourself.
Typical auto OE wiring harness
SDS Tefzel wiring harnesses. We can terminate or leave connectors off for tailoring lengths and easier firewall passage.
Each cable marked for sensor
Disadvantages of SDS vs. Conventional Aircraft Engine Systems
The big disadvantage of EFI compared to a carb or mechanical injection and magnetos is that electrical power is required for the pump, computer, ignition and injectors. The likelihood of both the alternator and battery failing simultaneously is practically zero with standard aircraft maintenance procedures. Generally, a good battery will allow you to keep essentials powered for 20-90 minutes after an alternator failure permitting diversion to another airport. We consider proper gauges and/or warning lights to indicate an alternator failure to be very important. We have an ammeter, voltmeter, low voltage warning light and buzzer now on our RV6A and also added a backup battery in Feb. 2005.
Advantages of SDS vs. Conventional Aircraft Engine Systems
Virtually zero maintenance, lower fuel flows due to better mixture distribution, automatic mixture control, no carb heat, smoother running, no mag checks, no live mag issues, longer engine life due to proper mixture control and less bore washing are some of the major benefits of EFI.
Why should I consider SDS over other brands of EFI for my aircraft?
1. We have far more experience than any other company in this field with an unmatched track record on many different engine types including the 2010 Super Sport Reno Gold Championship winner. We've produced over 1850 ECUs and systems for aviation to date, starting back in 1995. We constantly evolve and improve, now on our 5th generation of ECU.
2. Our basic designs are also used in many automotive applications so we have a huge amount more hours (millions) and customer feedback to quantify reliability than aviation-only sytems.
3. We fly what we sell and the aviation market is now our primary one.
4. Our systems are designed to keep the engine running at close to full power even with multiple sensor failures unlike many other systems which may shut the engine down or OEM automotive systems which will go into a limp mode, not allowing enough power to maintain flight.
5. We have the best tech and customer support in the industry.
6. We design and build most of the parts and write all software in-house so we know everything about it.
7. Systems are individually tailored for your engine with realistic base programs and custom length wiring harnesses (either terminated or unterminated for easier installation and firewall passage). You won't struggle making wiring or trying to start your engine like with many other systems which just come in a box. We can build wiring in Tefzel or PVC. With many different airframes out there, we don't believe in Cookie-Cutter, one-size-fits-all. You should get exactly what you want.
8. We don't use El Cheapo components like some other brands pretending to be aviation quality.
9. We offer many new features that other brands don't- fuel trim, dual access programmers for dual ECUs (no unplugging cables!), PC data logging, internal fuel flow output- no external boxes to connect, CNC machined and annodized components striving for low weight with high durability.
10. We listen to customer feedback and incorporate many of these ideas to improve our products on a constant basis. Some of our competitors are selling almost the same thing as they were 5-10 years ago.
11. We are conducting R&D on a constantly ongoing basis and innovating new features and new products to improve our product capabilities and depth of product line.
12. We offer you solid, technical information on our products, not shallow sales pitches, evasive answers or BS.
13. Better value for your money- more features, higher quality, lighter weight, customized for your project.
14. Let's face it, while all components are important, the ECU is the heart of an aviation EFI/EI system. One of the other vendors will try to tell you they have a lot of systems flying but the fact is that those were all using rebranded SDS ECUs, programmers and crank sensors that we supplied. They were simply middle men, building on the reputation SDS established in Experimental aviation over the last 2 decades.
Quick Aviation Q&A
Q. What about redundancy?
A. On twin plug engines, it is posible to retain one mag and add a fuel nozzle into the plenum as a backup. For pilots who are not comfortable with this idea, we can offer dual ECUs. The dual ECU can also be used on automotive V8 and V12 engines in a split bank configuration, with one ECU running one bank of the engine each. We treat a V8 as 2, four cylinder engines sharing a common crank and a V12 as 2, six cylinder engines sharing a common crankshaft. Each ECU would have it's own sensor suite.
Dual board aviation ECU. Weight is 1.5 lbs.
Dual aircraft programmer selector option for dual ECUs. No need to swap cables to access 2nd ECU.
Miniature toggle switch selects primary or backup ECU for reprogramming.
Relay switch box for dual ECUs to switch injector outputs between primary and backup ECU
Dual Hall sensor pickup
Q. How about low voltage conditions after an alternator failure?
A. The EM-5 ECU will continue to operate down to 7.3 volts as shown in the photo below when most other electronics and avionics have given up the ghost at around 9 volts
Q. What fuel system mods might my aircraft require with SDS EFI?
A. Most aircraft will require return lines to the tanks and a Duplex fuel selector with both feed and return ports as those sold by Andair.
Q. Are the aviation units any different from the automotive ones?
A. SDS was originally conceived as an automotive system so much of the electronic hardware is identical. The advantage of this compared to units developed specifically for aviation is that we have accumulated several million hours of operation due to the greater numbers in automotive service where conditions are usually more severe. Hardware differences would be things like the aviation programmer, coil packs, dual ECU box, crank sensors/ mounts are different and we have a large variety of aviation specific hardware now for popular aviation engines. Software differences include MAP calibration in inches of Mercury absolute, revised acceleration enrichment code which also improves cold starting, special programmed defaults to help minimize the effects of sensor failures, individual fuel trim and fuel flow outputs for glass engine monitors. We sell far more ECUs for aviation now than automotive so have blended all the lessons learned into all ECUs. Our strategy has always been to keep the engine running at near full power even with multiple sensor failures-especially important in aviation. As of 2015, aviation systems are now aviation specific with configurable software settings and specific hardware.
Q. What use is the mixture knob on an automatic aviation system?
A. We recommend the mixture knob be panel mounted in all aircraft to allow the pilot to make a mixture adjustment in case of certain sensor failures. This gives you independent control of the mixture from the programmer. Some pilots prefer to manually lean with the knob once cruise power is set also.
Q. How do I start to tune SDS on my aircraft?
A. All systems have a base map entered if we know your injector flow rate and engine displacement. The engine should start and idle for you first time. The mixture knob allows instant mixture adjustment +/- 50% so you can get a smooth idle right away while the engine warms up. By using the optional wideband air/fuel ratio meter kit which displays the AFRs directly in the SDS programmer screen, you can observe and correct the AFRs at each rpm point with the aircraft tied down while slowly advancing the throttle. Main programming only takes about 10 minutes for most engines. Programming for cold start can take longer as you must have the engine cold at each engine temperature to be able to observe and correct the values. As of Oct. 2014, 8 channel data logging to a PC is an available option.
Low cost wideband kit. Imbedded controller, 4.9 LSU sensor, wiring harness and stainless boss $145. Simple hookup. AFR displayed in SDS programmer. Highly recommended for tuning your SDS. No dealer discounts on this item.
Operation on either 100LL or Mogas is possible as no O2 sensor is required for operation. Automatic mixture control with altitude is standard as is the option to lean manually with the standard mixture knob. Many people prefer to manually lean via EGT once cruise altitude and power is set.
These systems are designed to use either the factory injectors or other standard automotive style injectors. We can supply injectors, pumps and regulators for most aviation applications.
We can supply systems for most 4, 6, and 8 cylinder automotive engine conversions. With SDS you have the option to manually lean or let the computer take care of things automatically. The EM-5 ECU has very low RF noise output and the elimination of carb heat makes operation simpler, safer, cheaper and lighter.
11/20/00 Knock Sensors on Aircraft
We don't usually recommend the use of knock sensors for engines powering aircraft. Generally speaking, air cooled engine have too much mechanical noise to be able to filter it out and "hear" the knocking. The second problem on opposed engines especially, is placement of the sensor. Most auto manufacturers spend countless hours determining optimum placement. You probably can't. The third concern is that the engine needs to actually knock before the ECU retards the timing which isn't good for it. Fourth, if you have the sensitivity set wrong, the ECU may retard the timing the full 25 degrees because of mechanical noise. You would lose over 25% power and this could cause an accident. Extremely high EGTs could also damage the engine. Finally, if you are running on 100LL and have reasonable manifold pressure limits, compression ratio and ignition timing, the engine won't knock in the first place. SDS does have knock sensor capabilty which may be useful for liquid cooled automotive engine conversions where factory knock sensors exist and careful setup procedures sre followed.
Wiring and Modifying Systems
We get many aircraft owners who either want to do their own wiring harness or modify our systems in some way. Over 75% of the people who do these things have problems or burn up the ECU. Our advice is DON'T. Unless you do wiring for a living, this is simply a bad idea. People want to put cannon plugs at the firewall to make engine removal easier. Why? There are only about 5 connections to the engine and four are quick disconnects. How often are you pulling the engine? The sensors can be disconnected in about 10 minutes. Every time you add another connection, you add another potential place for a fault to occur. If it ain't there, it can't fail. Some of the wiring that we have had returned to us is an absolute joke for an aircraft. Downright dangerous. Please don't modify wiring or our parts if you don't have the skills or knowledge. Our system has proven to be extremely reliable if installed and operated as designed. Please use your noggin here.
Here is an example of some actual aircraft wiring returned to us. This is just waiting to break or short to ground. Proper strain relief and insulation is imperative for reliability.
We highly recommend that all EFI harness wires be run separately from other wires which carry high current/ voltage or any type of pulsing current signals. It has been shown that wires run parallel to each other in this fashion can lead to EMI and inductance coupling which may cause ECU running problems. Generally run the EFI wires through one side of the firewall and all other wires through the other side.
For Lycoming, Continental, Jabiru and Rotax four cylinder, dual plug engines, we supply these lighter weight coil packs.
Video showcasing some of our aviation hardwarehttps://www.youtube.com/watch?v=riaA4K2rehE
Boss for parallel valve Lycoming engines mounts EFI injector in original injector hole. Threaded adapters have 4 times the tensile and yield strength and many times the fatigue resistance of our competitor's 7075-T6 bodies at 400F.
New design top mount injector bosses for angle valve Lycoming engines. These have not been tested to fit on aftermarket heads such as ECI at this time. Our mounts don't require machining of the head as with another aircraft EFI brand. These parts are only sold with the purchase of a complete SDS kit.
Small style injector bosses available with steel or aluminum bases. Threaded for 1/8 NPT fuel inlet fittings. Suitable for Lycoming, Continental, Rotax and Jabiru installations. Require TIG welding to attach to induction tubes.
Production bosses in steel and aluminum for Jabiru, Rotax, Lycoming and Continental engines
Billet 80mm throttle body to replace Bendix RSA-10 and AFP FM-300 servos when converting to EFI. Horizontal mounting.
Air horn accepts 3.5 inch SCAT hose, 3.5 inch ID K&N filters or 3.5 inch ID Silicone hose couplers. 6061T6 construction, stainless steel shaft riding on sealed roller bearings, 7075T6 throttle arm, brass butterfly, accepts OEM Bosch TPS, O-ring sealed air horn to body and flange to sump. Under 2 pounds and only 3.625 inches high. Integral throttle stop. Stainless hardware.
Billet 45mm throttle body designed for engines in the 60-120hp range. Common applications would be VW, Conti O-100, O-200, Jabiru 2200, 3300, Subaru EA81, Suzuki 1.3/1.6, Rotax 912 etc. The body is 6061-T6, throttle arms are 7075-T6, shaft is 304 stainless and blade is brass. Arms are available for either vertical or horizontal mounting. Optionally mounts a genuine Bosch TPS. The engine side has an O-ring groove for sealing and is mounted with AN3 bolts. Air side snout is 2 inches OD to take common K&N filters or SCAT tubing. Weight as shown with TPS is 240 grams.
Here are a few photos of the 45mm TB anodized
60mm generic throttle body available for engines up to 200hp.
Holley 40 micron fuel filters with replaceable stainless steel mesh element. 2 sizes available. We also stock top quality Aeroquip, Earls and Goodridge fittings and hoses now.
Genuine Walbro pumps, made in USA
Detail for fuel line hookup on Borla fuel pressure regulator. Made in USA.
Fuel block with integrated fuel pressure regulator. 1/4 NPT inlet, four 1/8 NPT outlets plus one 1/8 NPT port for fuel pressure tap
Same block as above but with 1/4 NPT inlet and outlets for externally mounted regulator
Fuel block for Lycoming engines mounts to rear baffle sheet metal. Comes with drilling template. Mounts with two AN3 bolts. 1/8NPT outlets and fuel pressure tap on back side. Side entry and exits for fuel in/out 1/4 NPT
Center mount fuel block for 6 cylinder Lycoming engines
Shown with -3 stainless braided lines connected
Fuel blocks for 4 cylinder Lycoming and Continental engines
The Gold Standard
Racetech dual pump module. Mounts twin genuine Walbro pumps. Anodized 6061T6 body resists oxidation and corrosion, 7075T6 fittings are double O-ring sealed (genuine Viton) for ultimate strength and reliability, straight flow path without restrictive banjo fittings, integrated sintered bronze filter which is easily inspected, cleaned and replaced. Mounts drilled for AN3 bolts- unthreaded, a variety of 1/4 NPT ports available for different fuel line connections and pressure measurement, stainless steel hardware. Price $625US with pumps for up to 300hp. $680US with pumps for up to 400hp. Weight as shown is 2 pounds 14.7 oz. Supplied with 4 1/4NPT plugs. No dealer discounts on these items. This is our original design and others have copied it now. Compare our pump module to our competitor's design which puts the fuel connections under mechanical stress when mounting.
Four pump modules ready to ship to customers
Please note that we do not tighten or seal the side pipe plugs on the pump modules. All other parts tightened and ready to go. Screws are Locktited.
Service Parts for Racetech Fuel Pump Module
-3 crush washers for pump to hex adapters- Earls 177003ERL
Filter element- Earls 230107ERL
O-rings for small hex adapters- Viton V75 012
O-rings for large filter hex adapter- Viton V75 019
Note we use only genuine, made in USA Walbro pumps, genuine made in USA Borla regulators and US made filters and AN hardware- no cheap Chinese copies/ ripoffs. Body designed, machined and anodized in Canada. We support jobs and industry in North America as much as possible.
We can supply many individual components and kits for EFI/ EI conversions. We believe each installation is custom and will tailor systems to your individual needs. Because of the variations in airframes and parts/ installation preferences we don't publish all kit prices here. It's better to contact us via email to work out what you want and need for your particular installation. We can quote you from there. E-mail:email@example.com
50 EM-5 ECUs awaiting final testing and shipment to a military aviation customer
Information We Need When Placing an Order
How good is the spark on SDS ignitions some might ask? Here's a photo of an actual, badly oiled up plug removed from an SDS equipped engine. The ignition was still firing this one consistently with no misfire.
More info here: CPI
Lycoming 320/360 ignition kit includes Magneto cover(s), single or dual Hall sensor and mount, hardware, automotive plug adapters (1/2 reach) and plugs plus drilling block, drill and tap to mount magnets into OE flywheel, panel mount kit, MSD 8.5mm wire sets and wiring harness also included (not shown). Fits engines with 8 7/16 ID flywheel only. Starts at $1060US. Wiring harnesses can be custom tailored to your needs and any items not desired can be deleted from the kit. Note, you must drill and tap your own flywheel for the triggering magnets.
Rear coil mount for 4 cylinder Lycoming engines. Mounts to magneto studs.
CPI-6 coil pack, crank sensor installation on Mike Robinson's Lycoming IO-540 powered Rocket
We have more parts currently under development for the Lycoming kits for a wider range of fitment and coil mounting options. Watch this spot and the CPI Page for more information.
Jan. 15/15 Service Bulletin Regarding Vertical Power VP-X and SDS
It has come to our attention that the VP-X electronic switching/ circuit breaker box does not use average current draw over several seconds to trip breakers like conventional thermal breakers do. It may trip during normal operation due to peak current transients over only a few milliseconds. This can lead the pulsing current of the ignition coils and injectors to trigger the breaker far below nominal current levels. We believe this could cause a serious flight safety issue and engine stoppage. Be sure to set the breaker values on the VP-X far higher than the nominal current draw on these circuits. Be aware that average current draw can increases with rpm and load so ground running may not allow complete testing of this condition if static rpm is lower than flight rpm and engine shutdown could occur in flight. Breakers are to protect the wiring, not the device. We recommend each 4 cylinder coil pack have a rating of at least 15 amps assigned when using the VP-X, each 6 cylinder coil pack at least 20 amps, 4 cylinder injector power at 15 amps, 6 cylinder at 20 amps and 8 cylinder at 25 amps. These are only recommendations, use this information at your own risk and these values should be thoroughly tested prior to flight at WOT and maximum rpm the engine will see in flight.
Oct. 20/15 Service Bulletin Regarding Thread Sealant on Fuel Fittings
RTV (silicone) must NEVER be used to seal threaded fuel fittings. We recommend Permatex High Performance Thread Sealant for use on pipe thread fittings. This must be applied SPARINGLY to ONLY THE MALE FITTINGS, NEVER THE FEMALE ONES. Once sealant is applied, screw the fitting in until tight. Never unscrew fittings without throughly cleaning all traces of sealant from inside the fittings and threads before re-assembling as this can dislodge sealant which can clog passages further downstream leading to possible fuel starvation. Never apply sealant to joints with flat crush washers or O-rings.
Racetech/SDS Aviation Milestones
1995: First SDS ECUs fly on Suzuki
1996: SDS flies on Continental O-200
1997: SDS flies on Lycoming O-320
1999: SDS runs on Jabiru engine
2003: SDS flies in our company RV6A demonstrator
2006: SDS introduces 3 1/8" aviation panel mount programmer
2007: SDS runs on Rotax 912 engine
2008: SDS supplies bolt on EFI kit for Rotax 912 engines
2008: Titan Aircraft selects SDS for their V6 powered T51 replicas
2010: SDS is first EFI system to win Sport Class Gold championship at Reno
2012: SDS UK LAA approval for Suzuki V6 Titan T51
2013: SDS supplies its 1000th aviation ECU
2013: SDS UK LAA approval for Subaru EJ/ RAF 2000 gyro
2014: Introduces aviation CNC'd parts line including dual fuel pump module
2015: Introduces redundant aviation ECU and dual access programmer
2015: Introduces CPI stand alone ignition system
2016: SDS UK LAA approval for Honda V6 Titan T51
2016: We introduce our own CNC'd 45 and 80MM billet throttle bodies
2016: SDS introduces world's first cockpit adjustable individual cylinder fuel trim option
2016: SDS includes ignition advance switch on EM-5 and CPI for LOP operation
2016: SDS introduces direct fuel flow output option, eliminating mechanical flow transducers
2016: We introduce direct, head mount injector bosses for PV and AV Lycoming engines
2016: We introduce baro compensation, LOP switch and new gauge mode select features
2017: Racetech/SDS wins the coveted Best Design Award at the Mojave Experimental Fly-in for the EM-5 and CPI. April 15th.
2017: We introduce bolt on EFI/EI kit for Continental O-200 engines
2017: We introduce adjustable brightness and contrast control for the panel mount programmer
Aircraft Related Tech Articles and Projects:
Racetech's RV6A Project
Suzuki G13 Hall Sensor/ Magnet Mounting Instructions
Auto Engines in Aircraft Part 2
Racetech's RV10 Project
Subaru Powered Dragonflies
Suzuki Powered Snark
C-85 Powered Dragonfly
Metro/Tracker Powered Jenny and Spad Replicas
Thoughts on Redundancy
Auto vs. Certified
EJ22 Intake Manifold
EJ22 Alternator Mount
Vacuum Pump Mounting
Cylinder Head Flow Benching
13B Powered Lancair 235
Justin Mace's Continental Powered Dragonfly
Bill Baxter's EJ 22 Powered Glastar
EJ22 Powered Europa
John Petrie's EG33 Powered KIS Cruiser
Gordon Wardstrom's Rover Powered Bearhawk
Joe Block's Lycoming Powered Glastar
Subaru EG33 Intake Manifold
Subaru vs. Lycoming (the unabridged version of the April 2005 Kitplanes article.)
Deadstick Technique for RV Pilots
Backup Battery Considerations
Auto Aircraft Engine Tuning Guide
Lycoming Engine Tuning Guide
EFI vs. Carb
For main aero CPI installation and tuning manual click here updated Sept. 27/17
For CPI aircraft supplement guide click here
Lycoming 4 cylinder magnet mounting updated Sept. 14/17
Lycoming 4 cylinder magnet mounting diagram updated Oct. 26/17
Lycoming 6 cylinder magnet mounting updated Sept. 14/17
New Lycoming Tuning Guide PDF updated Sept. 4/17
EM-5 Aero Installation/ Tuning
EM-5 Ignition Manual Lycoming updated Oct. 1/17
EM-5 Ignition Manual Generic updated Oct. 1/17
Aviation ECU DB pinouts updated Oct. 19/17
Dual 6 cylinder supplement/ wiring
Wiring/ Connector Tutorials
Fusing/ switching schematic for dual ECUs (4 cylinder)
Fusing/ switching schematic for dual ECUs (6 cylinder)
O-200 Installation manual
Component current draws and breaker recommendations updated Nov. 7/17
Some useful tuning information here aimed towards Subaru installations but generally applicable to other auto conversions: Aircraft Engine Tuning Guide
Informational and Tutorial Video Links:
Basic programmer function, gauge modes, RPM Fuel, MAP Fuel parameters
Basic programmer function Part 2
Building your MSD plug wire set
Hall sensor and magnet window
To see all our videos, type "rv6ejguy" into a search on YouTube
MSD Plug Wire Part Numbers
The following bulk PNs fit all coil packs:
34049 8.5mm red Superconductor wire
34615 90 degree terminal (plug and coil)
34605 straight plug terminal
34555 90 degree coil boot
34515 90 degree plug boot
34565 straight plug boot
Recommended MSD plug wire crimping tool PN 35051
Pin Crimping Tool
For crimping most of the Weatherpack pins supplied with your system, you can use PN WM9999-ND from Digikey
Aero Sport Power is now an authorized distributor for Racetech/SDS Lycoming products
Ly-Con Rebuilding Co.
8231 W. Doe Ave.
Visalia, CA 93291
(559) 651-3212 Fax
SDS products are manufactured, supported and sold by:
Racetech Inc. E-mail:firstname.lastname@example.org
CLICK ON LINKS BELOW:
#5-304 Noorduyn Park
Calgary, Alberta, Canada
Phone 403-671-4015, Fax 403-453-7687
CLICK ON LINKS BELOW: