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TITAN® EXP™ KitEngine™ FAQ’s
Q: Why doesn’t ECi offer roller tappet engines?
A: Roller tappets were introduced into auto racing because of the high RPM’s those engines turn, whereas aircraft engines turn at relatively low RPM’s. The camshaft and tappet problems in aircraft engines are caused by corrosion, which is not a problem in automotive engines.
ECi solved the typical camshaft and tappet problem by nitriding the chilled cast iron face of the tappets, which interface extremely well with the carburized camshaft lobes. ECi also added direct lubrication to the camshaft and tappet interface area by adding oil squirt nozzles in the crankcase.
Q: What does “stroked” mean and what are the advantages?
A: Stroking is a term common in auto racing circles meaning that the overall travel of the piston has been lengthened by “stroking”, or increasing the distance from the connecting rod journal to the centerline of the crankshaft. This increases the total displacement of the engine and therefore the power. This can be done without significantly increasing weight.
Q: What is the highest compression piston that I can use?
A: ECi produces a 9.0:1 compression ratio piston for Lycoming 5 1/8” bore cylinders. Beyond that, consult your engine builder as compression ratio must be considered with camshaft profile, ignition timing and engine RPM in mind.
Q: How closely are the pistons balanced?
A: All the pistons in a matched set have an identical gram weight.
Q: What do I gain in using cold induction vs. carburetor/hot induction?
A: The benefit of using the ECi cold induction is again based upon a simple concept: cold air is denser and therefore has more molecules to burn. But, one cannot do this with a carburetor because of icing problems. Thus, the hot induction system was born to eliminate the icing inherent in the carbureted system. When ECi decided to make a fuel injection system, this danger was removed, so the cold induction system concept could be used.
Q: What is a sniffle valve?
A: The sniffle valve is a device that allows excess fuel that may pool in the plenum after the engine has shut down to drip from the plenum. This helps to prevent an explosion hazard in the intake system.
Q: Do instructions come with the parts for adjusting the fuel system?
A: Yes. A comprehensive Installation and Operating Manual, along with a Technical Data Sheet, is included with each TITAN® Fuel Injection System.
Q: Can I retrofit your fuel injection and/or cold induction systems to an existing engine?
A: Yes, but the parts are not STC’d or PMA’d at this time. For details on ECi’s Retrofit Kits and Technical Data Sheets for both systems, visit our website at www.eci.aero/exp.
Q: Can I use auto fuel?
A: Use only 100LL for engine run-in and break-in. Under no circumstances should unleaded auto gas (mogas) be used when breaking in an engine. Lead in fuel serves as a lubricant, raises the octane rating and serves as a cushion for the valve/seat interface. Most STC’s, e.g. Peterson, for use of auto gas (mogas) in a certificated engine exclude the use of auto gas during the run-in and break-in process. Limited use of auto fuel is acceptable, although these engines have not been tested with auto fuel. Refer to ECi’s Engine Break-In and Oil Management booklet (M101) for more information on recommended break-in and run-in procedures.
Q: Can I install an electronic ignition system on all these engines?
A: Yes, but it may require changing to the 14mm spark plug configuration.
Q: What is the benefit of using 14mm spark plugs?
A: The benefit is quite simple: smaller hole equals stronger structure. The 14mm spark plug strengthens the cylinder head in an area that is prone to cracking, the spark plug boss. Also, it allows the use of electronic ignition systems.
Q: What is a venturi intake seat and what are its benefits?
A: A venturi creates lower pressure and increases velocity by moving air from a large diameter to a small diameter. The ECi venturi valve seat has a large opening on the intake side and a smaller opening at the valve side. The intake charge is sped up so more air can be delivered at the initial opening of the valve. This can all be accomplished without changing the valve seat interface, thereby eliminating the need for a valve design change. More air equals more power.
Q: Can I start with a fixed pitch propeller and change later to a constant speed propeller?
A: Yes, as long as you request this option in advance from your engine builder.
Q: Is there an advantage in having a constant speed vs. a variable pitch propeller?
A: There are many factors influencing propeller choices — cost, weight and controls. Fixed pitch propellers are lighter and less expensive. Constant speed propellers offer versatility like a manual transmission; low gears for climbing and high gears for cruising.
Q: Will your engines fit directly into an existing certified aircraft that has a 4-cylinder Lycoming engine?
A: Fitting the ECi EXP™ engine into an existing certified aircraft requires an STC or new TC. As such, we have not evaluated the retrofit of these engines into existing certified aircraft nor do we recommend it at this time.
Q: Will the EXP engine fit in a RV6, RV7, RV8, & RV9?
A: Yes to all. Please refer to ECi’s TITAN KitEngine Instalaltion manuals for details on your specific RV.
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