Today's Message Index:
----------------------
1. 05:28 PM - Re: Ford V-6 (John Burns)
2. 05:47 PM - Re: Ford V-6 (tony webster)
3. 06:38 PM - Re: Ford V-6 (Ed Anderson)
Message 1
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--> Engines-List message posted by: John Burns <jgburns@comcast.net>
I'm no expert. However, that never stop me from having an opinion :-)
What's the philosophy behind running a Ford V-6 at constant RPMs that aren't imaginable
on the ground vehicles?
Sales pitch for the 13B:
I think the Mazda engine has a following because it has fewer moving parts than
a piston engine, puts out more H.P. per liter, and it can compete with the 0-360
(weight and power). Oh, the most important reason from my perspective: it
seems more reasonable to trust an automobile engine conversion with 2 rotors
spinning at 1833 RPM (eccentric shaft RPM = 5500), than trusting 6 pistons doing
5500 round trips for the same RPM.
I've been considering the 13B for a year and reading a lot of material. However,
I'm not convinced I'll get it flying in the foreseeable future (although other
builders have made it easier for the rest of us by offering engine mounts,
reduction drives, ECU ...).
Even if I don't go for it (the 13B installation), I'll always be intrigued with
the idea. BTW, if a FWF package was offered at Eggenfellner Subaru prices, I
would have already submitted my order!
As for a Ford V-6 under the cowl, I'd be hearing ghost noises every time the wheels
left the ground - that'd be a joy killer.
Message 2
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--> Engines-List message posted by: tony webster <caw@nctc.com>
why am i getting email from you
John Burns wrote:
> --> Engines-List message posted by: John Burns <jgburns@comcast.net>
>
> I'm no expert. However, that never stop me from having an opinion :-)
>
> What's the philosophy behind running a Ford V-6 at constant RPMs that aren't
imaginable on the ground vehicles?
>
> Sales pitch for the 13B:
> I think the Mazda engine has a following because it has fewer moving parts than
a piston engine, puts out more H.P. per liter, and it can compete with the
0-360 (weight and power). Oh, the most important reason from my perspective:
it seems more reasonable to trust an automobile engine conversion with 2 rotors
spinning at 1833 RPM (eccentric shaft RPM = 5500), than trusting 6 pistons doing
5500 round trips for the same RPM.
>
> I've been considering the 13B for a year and reading a lot of material. However,
I'm not convinced I'll get it flying in the foreseeable future (although
other builders have made it easier for the rest of us by offering engine mounts,
reduction drives, ECU ...).
>
> Even if I don't go for it (the 13B installation), I'll always be intrigued with
the idea. BTW, if a FWF package was offered at Eggenfellner Subaru prices,
I would have already submitted my order!
>
> As for a Ford V-6 under the cowl, I'd be hearing ghost noises every time the
wheels left the ground - that'd be a joy killer.
>
Message 3
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--> Engines-List message posted by: "Ed Anderson" <eanderson@carolina.rr.com>
----- Original Message -----
From: "John Burns" <jgburns@comcast.net>
Subject: Re: Engines-List: Ford V-6
> --> Engines-List message posted by: John Burns <jgburns@comcast.net>
>
> I'm no expert. However, that never stop me from having an opinion :-)
>
> What's the philosophy behind running a Ford V-6 at constant RPMs that
aren't imaginable on the ground vehicles?
>
> Sales pitch for the 13B:
SNIP
> Even if I don't go for it (the 13B installation), I'll always be intrigued
with the idea. BTW, if a FWF package was offered at Eggenfellner Subaru
prices, I would have already submitted my order!
>
> As for a Ford V-6 under the cowl, I'd be hearing ghost noises every time
the wheels left the ground - that'd be a joy killer.
>
Hi John,
There were 5 rotary powered RVs at Sun & Fun this year, with one in an
RV-5 flown by Tracy Crook winning its class in the Sun & Fun 100 air race
and outrunning half of the next higher 180 HP class. Average speed from
standing start with a fixed pitch prop and muffler hanging in the breeze was
209 MPH. He reported hitting over 214 MPH and was not running full power.
I have 200 hours with a rotary in my RV-6A. You are right about many of
the reasons we like the rotary. The main one is reliability (the fact that
is cheap doesn't hurt either). Power, fuel burn and weight wise the rotary
13B, Lycoming 320/360 are all roughly in the same ball park. But without
camshaft, valves, valves springs, rocker arms, connecting rods, cylinder
heads, etc, there many fewer parts to break making the rotary inherently
more reliable than a reciprocating engine with those parts. Further the
eccentric shaft is massive and all the parts are very robust and they
encounter less stress than a reciprocating engine.
Yes, if PowerSport had put together a $15,000-$16,000 dollar rotary FWF
package instead of their bells and whistle $27,000 package, I think there
would be many more rotaries flying out there. My last count was over 25
rotary RVs were flying or had flow and about that number of other type
rotary powered aircraft. Vendors are now coming on board for many of the
parts that you used to have to build yourself, making it easier. Also there
are two major rotary aviation groups with their e mail list and web pages
sharing the good, the bad, and the ugly {:>).
Best Regards
Ed Anderson
RV-6A N494BW 200 Rotary Powered Hours
Matthews, NC
eanderson@carolina.rr.com
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