SDS EM-5-D User manual

EM-5 Aviation Installation and Tuning Manual for Version 31 Software.

Fuel Injection Portion.

May 12/20.

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, we have broken down the information into various separate

manuals to make the information easier to find and update. This manual covers the fuel injection

portion of the installation.

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-5 is available in 2 different models for aviation applications:

EM-5-D controls fuel injectors only.

EM-5-F controls fuel and ignition timing using multiple ignition coils.

EM-5 is a microprocessor based, digital, programmable EFI system intended to control port type injectors. The

EM-5 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 hand-held or panel mounted LCD programming box. As such,

the system can be used on virtually any engine type or displacement

New for Version 31 Software

V31 and higher software now allows RPM Fuel values to be adjusted up to a maximum of 350, prior to

V31 max was 255. Also V31 can now produce an injector pulse width up to 65mS where older

versions only went to 32mS. This can benefit some applications with relatively large engine cylinder

displacement combined with a lower flow rate injector, which then may require an RPM Fuel value a

bit higher than 255.

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-5 which determines how often and how long the injectors

remain open. The EM-5 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 in V29 software also corrects AFR with altitude behind the scenes, regardless of MAP.

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 45-50 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.

Non-adjustable and AN6 adjustable fuel pressure regulators

Fuel Pumps

We recommend using only the supplied/ recommended genuine Walbro 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.

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

cooling.

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 gasolines.

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.

Some 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.

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

Top engine mount fuel block

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.

Return line (lower) using Earls Stat-o-seals

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. Andair makes a wide range of Duplex type selectors.

Andair Duplex fuel selector

Fuel Filters

All fuel tanks should have screen type finger strainers on the fuel feed lines and/or 40-50 micron filters

between the tanks and the pump inlets. We supply a large 40 micron filter for the pump inlet and

smaller 40 micron one for the pump discharge. 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.

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

100 psi. and use 3/8 lines or 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 injector Mounting

Your kit may provide either steel or aluminum base injector bosses which must be welded onto your

induction tubes in most cases. 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)

Lycoming Parallel Valve Engines

On these, you have the option to use 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 to 1 ½ more

turns (approx 40-60 inch lbs.). 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.

We 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.

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.

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 45 degree

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 Locktite 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.

ECU Mounting and Wiring Considerations

The ECU should be mounted in the passenger compartment in an area where they cannot get wet. If

mounted horizontally, be sure the wiring harnesses have a drip loop to prevent water from running

down them, into the ECU. The ECU is not waterproof! If possible, mounting the ECU with the

connectors facing down gives the best protection against water ingress. Never mount the ECU on

top of the radio stack or within 3 inches of any DC motors or high pulsing current/ voltage

wires or devices. The ECU does not need any cooling or vibration isolation.

You should plan the ECU mounting to make wiring routing from it logically flow towards your firewall

grommet holes. For best possible resistance to electrical noise, we prefer to have all ECU and other

low level voltage/ current wires (thermocouples etc.) routed on one side of the firewall and all other

airframe wires which carry higher voltages and current (alternator, starter, DC motors etc.) routed on

the opposite side of the firewall and engine compartment. Never tie wrap high voltage/current

wires such as the starter, spark plug wires, alternator, strobes, radio transmitter, transponder,

DC motors etc. to any of the ECU wiring. A minimum 3 inch separation is preferred.

EM-5 ECU connectors

Injector drive Main harness Hall Programmer

The dual board ECU enclosure stacks 2 boards in a single box. The upper board, closest to the lid, is

the Primary or “A” computer. The lower, closest to the mounting flange is the Backup or “B”computer.

The optional PC data logging function can only be connected to the “A” computer. On 4 cylinder

models using the dual board ecu, there is no TPS, air temperature sensor, CHT sensor or mixture

knob connected to the backup computer since these are non-critical to running the engine. 6 Cyl dual

board models use two air temp and two CHT sensors, but share the TPS signal.

Dual board ECU

Dual board ECUs generally are used on engines with 2 spark plugs per cylinder. One ECU board

drives the upper plugs and the other board drives the lower plugs at all times. A relay switch box is

used to switch injector outputs between the 2 boards. The upper board is the Primary ECU, lower is

the Backup.

The dual board ECU also uses a special programmer with dual serial ports in the back, one

connecting to each ECU with a toggle switch to select each ECU. Upper ECU board plugs into lower

programmer connector.

3-1/8” Programmer unit cable connections:

Dual board ECU with dual board programmer box and toggle switch. See end programming section

for details.

New for 2020, SDS EFI AERO

programmer the Primary ecu

cable goes to the right side

connector as viewed from the

rear. Backup ecu goes to the

left connector. The 2ft black wires goes to chassis ground for static

protection. L-brackets are to support the cable weight. Be sure they

contact the cable connector and adjust as needed. The L brackets have slotted holes.

Main Harness

Shown here has a 25 pin connector and connects the ECU to all the sensors. Right photo shows color

coded main harnesses for dual ECU systems. Green for Primary, red for Backup.

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