The secret of EFI explained and reproduced with regular carburetor - Smarter Pilot series 

Isn't 700C too much?

@@ogcadam9096 Polini specs 700C in writing, some facebookie says they say up to 720C. I am a professional engine calibrator, 700C is about stoichiometric based on my testing with the equipment I can afford. I monitor temps in flight, it runs the best at 700C, I flown at 720C as well. It's risky running at stoich if you don't monitor your EGTs which is a difficult burden for most ppg pilots.

@@iKenFlyPPG Surprising, I set my midrange to run at 620 on Sky 150, Sky says 660 is safe, but aluminium melting point is 660, don't have a lambda sensor, might though lean a tad out, thank you for your reply!

@@ogcadam9096 You're not wrong, however consider the myth is EGT temps are the same for all engines and this is incorrect because often it's different for different engines. The Polini Thor engines and 'precision' placement of the EGT across all models was characterized to that ~700C temperature. I have confirmed this independently specifically the Thor 202 engine and is apples to apples between Thor 202 engines (I do sometimes leave this disclaimer however my posts are lengthy enough). I was on a twin turbo gas oem development project a little bit ago in the dyno cells I was assigned to one of them as the engineer, the EGTs were over 900C pre-turbo. The turbines are an inconel alloy which can get stronger at high temps.

@@ogcadam9096 Look up Micheal Forrest (channel name) videos and binge the 2 stroke tuning and oil videos, check out his plug reading video where piston wash is a more accurate indicator and plug reading is not what you think. He doesn't use a lambda O2 sensor but don't think he needs it as he has been doing this for a while. I'm a nerd who knows what gadgets to use and it does feel like cheating.

September 2024 again! I am finishing the route right now

Bring a bigger battery. You fly with a bigger gas tank, you bring oil, you can bring bigger batteries with you too.

@@steveupp which weigh even more, take up even more space and charge for longer. Do you really want to bring a charger on a long XC trip as well? Finding fuel is easy, filling up is quick. Finding a place to charge may not be as easy, it takes much longer and overall is just an additional limitation. I don't understand why they couldn't just use a generator instead.

The Moster EFI battery gives you about 7 hours run time if you start the engine 20 times or less. They have an accessory to run up to 3 batteries. Thats about 21hrs runtime. The battery takes less than an hour to charge from 0-100. The battery on the MosterEFI is not the limiting factor that everyone thinks it will be

@@Ellwoodsss1 weird, because i've read 4 hours. Yeah, you can always bring additional batteries and a charger, but who wants to do that? Who wants to carry all that extra weight? The fact of the matter is with a regular engine your limiting factor is fuel. With this engine it's both fuel and battery, which in my opinion does not justify the only real advantage it offers - which is lower fuel consumption

@@apsestasis you would have to start it probably 40 times to only get 4 hours out of MosterEFI. I think when I landed after crossing Florida with MosterEFi I want to say I had 40% battery left? That was a 4.5 hour flight straight other than to piss and shit. Every MosterEFI battery I’ve used has ran for over 8 hours so Vittorazi’s estimate of 7 hours has been pretty conservative in my experience so far. We’ve had our MosterEFI since last July. The charger weighs about a pound(I’ll try and remember to weigh it tomorrow morning)and the battery itself is less than 2lbs each. The battery has been the least of my concern so far with MosterEFI. Honestly the E-starter has been what I think will be the most problematic part though ours has been totally flawless coming up on 50 hours. Our videos focused on the efficiency though there are so many other advantages to MosterEFI. Big one being telemetry. Probably 70% of paramotor pilots have never turned a wrench in their life so trying to help them troubleshoot over the phone or through pics and videos through email can really be challenging. Telemetry eliminates all that if there are problems with MosterEFI. It’s different and of course I expect everyone to be skeptical of it at first but man, it changes the way you fly. I don’t know how else to explain it. I love my Factory R but MosterEFI is definitely my next engine

the EFI fuel map is based on RPM and throttle position and then corrected by EGT reading. Unfortunately the EFI did not work with Variomatic and a different map would be needed. we will keep on working on this idea though.

Low rpm (idle) is not affected by leaning the high jet at all. Midrange cruise rpm is obviously affected by high needle. I don’t know to what extent it is affected by the low needle but it makes no sense to experiment on that. The low needle needs to be adjusted to make starting and idling of the engine smooth. I had no reason not means to adjust the low needle in flight.

Low jet makes a big difference in midrange. If I tune my scout so it barely starts and idle, it runs really nice and gets good fuel economy. 😅

We need a intercooler 😀

That is exactly the problem: you can only find out its limits by burning through a few pistons. I did not do that, I do not know where the limits are. Standard setting is 75-80 minutes open (1+1/4 to 1+1/3 turn) . I guess the most dangerous zone is around 60 minutes = 1 turn = so there is really not much room for play on the ground. Only with in-flight adjustment.

Two stroke motocross and enduro bikes had EFI long time ago as well. Sad it did not penetrate into paramotoring earlier. I am grateful it has finally arrived.

i myself have zero experience on this. Just heard that AFR/lambda sensors get clogged within 20 hours on two strokes. I am sure Vitto would use that if that was an option.

@@SCOUTaviation Agreed generally speaking this is why I recommend using it to tune your settings for a particular range of Density Altitude and then remove it. Once you correlate the AFR to EGT temps, you don't need to keep running the lambda O2 sensor for monitoring cruise to WOT. Where low load/idle regions aren't spicy enough to burn up a motor. I think a significant factor is running too rich with the lambda O2 installed that will accelerate the build up, which is often the default state of all factory 2 strokes. Running closer to stoich will burn more 'cleanly', converting more of the fuel/oil mixture and reduce the buildup. This all started chasing my tail after swapping to a non-standard carb (exchange Delorto VHST to Keihin PWK). If you're way off with fueling, the EGT can be quite misleading, an excessively rich condition can yield high EGTs (combustion in the exhaust port). Ignition timing is another topic that impacts EGT significantly, and this is another area of concern that we pilots are stuck using dumb static timing coils leaving efficiency on the table, these are however quite reliable for the cost so there's the tradeoff.

Estart moster has the option, it must be dirty power, where chemical storage (batteries) is clean power (clean in terms of electrical noise). There could be electrical interference problems where Vitto can void warranties if you installed your own charging system type of thing.

I appreciate that! you made my day:-)