Today's Message Index:
----------------------
1. 06:38 AM - Re: What engine are you flying (Scott Bilinski)
2. 07:42 AM - Re: What engine are you flying (TELEDYNMCS@aol.com)
3. 09:51 AM - Re: What engine are you flying (Tedd McHenry)
4. 11:36 AM - evaluating an old engine (flyseaplane)
5. 12:06 PM - Re: evaluating an old engine (James R. Cunningham)
6. 12:49 PM - Re: evaluating an old engine (steve korney)
7. 03:57 PM - Re: What engine are you flying (Grant Corriveau)
8. 05:33 PM - Re: What engine are you flying (Tracy Crook)
9. 05:50 PM - Re: evaluating an old engine (janenjoe@juno.com)
10. 10:29 PM - Re: What engine are you flying (Tedd McHenry)
Message 1
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| Subject: | Re: What engine are you flying |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
After fooling with engines for years i would have to say Chevy due to
cheaper performance parts and sthey just seem to hang together better.
Dont forget that Egenfeller (spelling) the Subaru guy, is developing a
200HP 6 cyl engine. Should be flying in a month or two.
At 05:43 PM 6/14/03 -0500, you wrote:
>--> Engines-List message posted by: "Justin" <jmw116@socal.rr.com>
>
>I have had bad luck with ford engines. I have but dont drive anymore a 1969
>F-100 with a 302 V8 in it. It has thrown 2 oil pumps in less than 5,000
>miles. Ford says they are "famous for it" yet nothing on fixing the problem.
>
> Also this is on the ford car not the engine it self. A buddy of mine has
>a 2000 Ford Mustang, GT (V8) and just one day while we were screwing around
>on the highway doing about 90 or so, his brake calapier desides to fall off
>causeing alot of damage and almost a big accident.
>
> Lastly a friend of mine has a 1994 Ranger. In that sucker it sports the
>4.0 V-6 and has LOTS of fuel injected related problems.
>
> A previous ford fan now a bowtie boy. Building a corvair 190 cubic
>inches, 120HP to fly my KR2S. You may think 6cyl why only 120HP but the
>corvair is not a big engine, nor a heavy one. It is using VW cyl and VW
>pistons and direct drive. Put a gear box and im sure it will do 160HP for
>you.
>
>Justin
>----- Original Message -----
>From: "n1lm" <n1lm@concentric.net>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: What engine are you flying
>
>
>> --> Engines-List message posted by: n1lm <n1lm@concentric.net>
>>
>> Justin,
>> Why would you not use a Ford engine? If they made a bigger V6 I would
>go for
>> it, because I know Ford engines and particularly I know Ford electronics.
>>
>> Lisa Marie
>>
>> Justin wrote:
>>
>> > --> Engines-List message posted by: "Justin" <jmw116@socal.rr.com>
>> >
>> > I would go for the Belted Air CHEVY engine. There is no way I would ever
>> > consiter putting a ford engine in my airplane with my life at risk.
>> >
>> > Chevy makes great crate engines that are I-4 or I-5 putting out
>around
>> > 200HP at a mid RPM of 5500. Belted air is still the best or that subaru
>is
>> > doing great too.
>> >
>> > Justin
>> > ----- Original Message -----
>> > From: "n1lm" <n1lm@concentric.net>
>> > To: <engines-list@matronics.com>
>> > Subject: Re: Engines-List: What engine are you flying
>> >
>> > > --> Engines-List message posted by: n1lm <n1lm@concentric.net>
>> > >
>> > > My plane is a Glasair I. I have all the information that Dave
>Blanton
>> > put
>> > > out, some years ago. I have also read a couple of other books on auto
>> > > conversions.
>> > > Glasair has used 180 horse O-360s. several folks have installed
>200
>> > horse
>> > > 0-360s a few have even installed 230 and 260 horse 0-540s.
>> > > The 200 horse IO-360, would really be nice, but they are expensive
>> > these
>> > > days. I don't think the Blanton Ford 230, is enough engine. Belted
>Air
>> > Power
>> > > has a conversion for the GM V6 and they don't spin it a 5 grand all
>day.
>> > So I
>> > > have been considering that combination. The O-540 would be cool but
>will
>> > use a
>> > > lot of gas. It should be fairly easy to find at a decent price.
>> > >
>> > > Lisa Marie
>> > >
>> > > flyseaplane wrote:
>> > >
>> > > > --> Engines-List message posted by: "flyseaplane"
>> > <flyseaplane@netzero.net>
>> > > >
>> > > > Lisa Marie,
>> > > >
>> > > > Which Glasair are you building? What size powerplant does
>Glasair
>> > > > recommend for your aircraft? 180HP Lycoming 360?
>> > > > Dave Blanton in Kansas has a Ford 3.8 liter (230 cu in)V6
>> > conversion,
>> > > > but it probably isn't powerful enough for your Glasair ( I think
>about
>> > 150
>> > > > HP).
>> > > > Belted Air Power in Nevada has Buick 215 cu.in. (all aluminum
>V8)
>> > > > reduction drive parts. This engine is also around 150 HP, so might
>not
>> > be
>> > > > enough for you.
>> > > > There are some guys using Aluminum Chevy V6 engines and engine
>> > parts
>> > > > from the BUSCH "Grand National" series of NASCAR racing - - these
>> > engines
>> > > > are very stout! There is a book, I think called "Alternative
>Engines"
>> > that
>> > > > sounds like it might be of interest to you. Most of the factory V6's
>are
>> > > > just too heavy for the power they put out (don't forget to add the
>> > weight of
>> > > > coolant when penciling initial weight & balance figures)
>> > > >
>> > > > Good Luck,
>> > > > Linc
>> > > >
>> > > > > I have been very interested in the large Chevy V6, for my Glasair.
>> > What
>> > > > are you
>> > > > > flying or planning on flying, in your plane?
>> > > > >
>> > > > > Lisa Marie
>> > > >
>> > >
>> > >
>> >
>>
>>
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 2
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| Subject: | Re: What engine are you flying |
--> Engines-List message posted by: TELEDYNMCS@aol.com
Greetings all,
I'm building a Europa and am looking for an alternative to the Rotax 912S/914
for obvious reasons. (i.e., price and complexity) Trouble is, I've found few
alternatives in the weight range acceptable for the Europa. I know of several
who are installing Continental 0-200's, as well as BMW motorcycle engine
conversions, a diesel or two, and the Jabiru 3300. It seems like Franklin used
to
make an 0-200 sized engine. Anybody have any sources or info on them? The
Eggenfellner Aircraft Subaru looks interesting, but does anybody know what it
weighs? I couldn't find a weight on their site. Also, any of you engine guru's
have
any suggestions for alternatives to the Rotax? I'm looking for something
around 120 hp that weighs less than 200 lbs including muffler and I'd like dual
ignition and CS prop (electric) capability. I'm all electric, so a vacuum pump
won't be necessary.
Europa has sold in excess of 900 kits, so the person who comes up with an
affordable alternative to the Rotax can probably make some money. I know I'm not
the only one looking.
Thanks in advance for your comments.
Regards,
John Lawton
Dunlap, TN
Europa A-245
Message 3
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| Subject: | Re: What engine are you flying |
--> Engines-List message posted by: Tedd McHenry <tedd@vansairforce.org>
On Mon, 16 Jun 2003 TELEDYNMCS@aol.com wrote:
> The
> Eggenfellner Aircraft Subaru looks interesting, but does anybody know what it
> weighs?
Eggenfellner's engine is targeted as an alternative to O-320s and O-360s. I
think Charlie Walker, who installed one in his Glastar, weighed his
firewall-forward installation at 327 lb. That compares favourably to a 320 or
360, but I suspect it's heavier than a 912 or 914.
Tedd McHenry
Surrey, BC
Message 4
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| Subject: | evaluating an old engine |
--> Engines-List message posted by: "flyseaplane" <flyseaplane@netzero.net>
Jeff,
From what you describe, the engine sounds like a good one. I know many
0-320-E2D owners who have taken their engines to 3000 hours SMOH with no
major problems. (they are not held to the TBO since they are not comm ops)
Use Aeroshell 15W-50 or the new Aeroshell 100 with the Lycoming cam additive
and you won't have any problems getting to 3000 hours either.
The crank is bulletproof as long as you don't prop-strike, so don't let the
hours bother you. Pen-Yann is a good shop.
Pull a cylinder or two and inspect the camshaft lobes. EVEN THOUGH it isn't
in any service manual, DO USE a dial indicator every several hundred hours
at the rocker arm and measure valve lift to see if a cam lobe is going flat.
It only takes a few minutes to do.
Good luck,
Linc
==================================================================
From: "Jeff Orear" <jorear@new.rr.com>
I have an opportunity to purchase an 0320-E2D, and have some concerns I
would like to get some advice on.
Message 5
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| Subject: | Re: evaluating an old engine |
--> Engines-List message posted by: "James R. Cunningham" <jrccea@bellsouth.net>
Link, that is very good advice.
Thanks,
Jim
flyseaplane wrote:
> EVEN THOUGH it isn't
> in any service manual, DO USE a dial indicator every several hundred hours
> at the rocker arm and measure valve lift to see if a cam lobe is going flat.
> It only takes a few minutes to do.
Message 6
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| Subject: | Re: evaluating an old engine |
--> Engines-List message posted by: "steve korney" <s_korney@hotmail.com>
Question...
How long, in seconds, does it take for a lycoming O-320 lifter hydraulic
plunger to leak down...?
Any takers...?
Best... Steve
Message 7
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| Subject: | Re: What engine are you flying |
--> Engines-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> --> Engines-List message posted by: TELEDYNMCS@aol.com
> I'm building a Europa and am looking for an alternative to the Rotax 912S/914
http://www.firewall.ca/main.html
Check out this link for some information regarding a CAM125 in a Europa.
The weight of the engine is listed as 230 lbs (after they made some
lightening mods), and the engine is rated at 125HP. It is based on a Honda
VTEC engine block, and includes dual electronic igntion and fuel injection.
The site has some techinical information which shows that thanks to VTEC
technology, the engine tourque is available across a wider RPM band as
compared to a traditional aviation engine (a Lyc 235?)
Fwiw
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 8
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| Subject: | Re: What engine are you flying |
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
> Check out this link for some information regarding a CAM125 in a Europa.
> The weight of the engine is listed as 230 lbs (after they made some
> lightening mods), and the engine is rated at 125HP. It is based on a Honda
> VTEC engine block, and includes dual electronic igntion and fuel
injection.
>
> The site has some techinical information which shows that thanks to VTEC
> technology, the engine tourque is available across a wider RPM band as
> compared to a traditional aviation engine (a Lyc 235?)
> Fwiw
>
> --
> Grant Corriveau
> C-GHTF / HDS / CAM100
Just curious. Why is a wide torque band seen as a desireable thing in an
aircraft engine? The torque required to turn a propeller varies as a CUBE
function of RPM. If you chart this function, it is clear that a wide torque
band is the last thing needed in an aircraft engine. Totally different
story in a car.
Tracy Crook
Message 9
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| Subject: | Re: evaluating an old engine |
--> Engines-List message posted by: janenjoe@juno.com
Pay for the tear down, if the crank and cam pass inspection, buy the
engine, if not the seller should eat the tear down price. Otherwise you
will probably eat it later on.
Joe
On Sun, 15 Jun 2003 16:32:51 -0500 "Jeff Orear" <jorear@new.rr.com>
writes:
> --> Engines-List message posted by: "Jeff Orear" <jorear@new.rr.com>
>
> List:
>
> I have an opportunity to purchase an 0320-E2D, and have some
> concerns I would like to get some advice on.
>
> The enging has a TT of 4000hrs, 1500 SMOH at PennYann. new chorme
> cylinders were installed at OH, as well as a new carb, mags, all the
> "usual" replaced items. From the log entry at OH, I see no
> reference to replacement of the camshaft or crank.
>
> Compressions are 76,79,78 and 76. Owner claims less than 1 qt of
> oil every 10hrs.
>
> My concern lies with the condition of the camshaft and crank, in so
> much as the engine has 4000 hours on it total time. No oil analysis
> has been done.
>
> What other concerns would you have with such an engine? the current
> owner states that it is a strong, smooth running engine. Reason he
> is selling is for a power upgrade.
>
> To me this sounds like a great engine for my RV6A. Price is very
> reasonable and there is enough time on it prior to another OH to
> have a few years of fun.
>
> What is your opinion on doing a second OH on such an engine?
> Pros...cons?
>
> Thanks for the advice in advance.
>
>
> Regards,
>
> Jeff Orear
> RV6A
> fuselage (waiting for finishing kit)
> Peshtigo, WI
>
>
>
>
>
>
>
>
>
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Message 10
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| Subject: | Re: What engine are you flying |
--> Engines-List message posted by: Tedd McHenry <tedd@vansairforce.org>
On Mon, 16 Jun 2003, Tracy Crook wrote:
> Just curious. Why is a wide torque band seen as a desireable thing in an
> aircraft engine?
Tracy:
Depending on the engine, an auto conversion may have a greater difference
between full power RPM and cruise RPM than a conventional aircraft engine.
Lycomings cruise at 8/9 of full RPM (i.e. 2400 vice 2700). The Eggenfellner
Subaru, by comparison, cruises at 3/4 of full RPM (4200 vice 5600), or less
(economy cruise is 3800 RPM). A fairly flat torque curve allows the Subaru to
still produce adequate power for cruise at that RPM.
Interestingly, piston speed for the Subaru is about the same at that RPM as it
is for a Lycoming at 2400.
> The torque required to turn a propeller varies as a CUBE function of RPM.
The torque required to turn a propeller varies with the SQUARE of RPM. The
power required to turn the prop varies with the CUBE of RPM. Refer to Stinton,
eq. 7-13.
Tedd McHenry
Surrey, BC
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