Today's Message Index:
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1. 04:46 AM - What is this engine worth? (Ronschreck99@aol.com)
2. 09:36 PM - Re: Question about electronic ignition (Bob Buckthal)
Message 1
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| Subject: | What is this engine worth? |
--> Engines-List message posted by: Ronschreck99@aol.com
Hi listers,
I have a very good friend who was once building a HyperBipe but gave up on
the project after buying almost everything he has to complete the airplane. He
has offered to sell me the engine and propeller but neither of us knows what
either are worth. Here is what I know about each: The engine is an IO360-B1E,
rated at 180 HP at 2700 RPM. It was overhauled a few years ago and I know it
got new rings, bearings and valves. However the engine has been sitting on his
hangar floor ever since and the plug holes and accessory holes have been open
to the air all that time. I see a slight surface rust on some of the
accessory gears but the valves and cylinders are bright and shinny. I suppose
they
have a good coating of lubricant that is doing it's job. Two bendix mags of
unknown condition are included. They are all in one piece and include all the
plug wires. They both turn freely. A new Airflow Performance fuel injector is
included as well as a used Prestolite starter and a used alternator of
unknown make.
The prop is a Hartzell CS 2-blade that was rebuilt after a prop strike
incident. The blades were bent and although the rebuild was done by a reputable
propellor shop they could not yellow tag it because the bent tips were bent
past the allowable angle to meet certification standards. It is legal to use on
an experimental aircraft. I haven't seen the prop governor but I assume
there is one somewhere in the hangar. I'll keep looking.
If the engine is suitable in other respects I assume that the rear-facing
injection can be remedied with a new sump. Given the information above I
welcome the list's comments on estimating the value of the engine and prop and
the
cost of replacing the sump. Have at it guys. Thanks for your help.
Ron Schreck
RV-8
Gold Hill Airpark, NC
PS: Anyone interested in a HyperBipe?
Message 2
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| Subject: | Question about electronic ignition |
--> Engines-List message posted by: "Bob Buckthal" <n223b@comcast.net>
John,
Most of the information you are looking for is on the web at
www.cafefoundation.org/research.htm. Although their research compares
electronic ignition with magnetos the data is still telling. The mission
that you have selected for your airplane is the key. If you intend to fly
low and fast, developing the maximum horsepower then there is little
advantage to E.I. However, If you live in the west where you'll need to
cross big mountains or if you plan to travel long distances and fuel economy
is a major consideration then E. I. will produce better performance because
it optimizes ignition timing at low manifold pressures and/or lean mixtures.
I fly in the west and I use my IO360 powered Glasair for long distance
travel. I don't mind slowing down in order to save fuel and extend range.
I selected the Lightspeed Plasma I because it produces 5 times the spark
duration and 5 times the spark energy of a Plasma II. All this extra energy
will ignite leaner mixtures at lower manifold pressures. My engine came
fuel injected. With some manipulation of the injectors I've been able to
achieve very even running of each cyl which with E.I. allows me to cruise at
over 100F lean of peak EGTs. At 150 to 160 Kts TAS I usually see 25 MPG
fuel economy in a 2100LB gross wt airplane. I don't have any experience
with the Electroair E.I.(Jeff Rose). But I am extremely pleased with my
Plasma I.
While the C.A.F.E. test airplane is not fuel injected, they have spent
countless hours in matching the intake runners to produce even airflow to
each cyl. It is the even airflow and therefore the matching performance of
each cyl that enables the E.I. to produce the improvements in fuel economy
at altitude. It is my experience that it is extremely unlikely that a
carbureted engine will have anywhere near matched performance of each cyl.
With a E.I. your carbureted engine will start better and run smoother, but I
don't think you'll get much improvement in fuel economy.
I think the challenge for homebuilders in the future is not to produce
faster airplanes but rather to produce better fuel efficiency. To better
understand some of the ways to get that fuel burn down read John Deakins
series of columns on how to operate airplane engines. They're at
www.avweb.com.
Good luck with your decision and with your new airplane.
Bob
-----Original Message-----
From: owner-engines-list-server@matronics.com
[mailto:owner-engines-list-server@matronics.com]On Behalf Of John
Swartout
Subject: Engines-List: Question about electronic ignition
--> Engines-List message posted by: "John Swartout"
<jgswartout@earthlink.net>
As with most decisions in airplane building, I have a choice to make and
have no solid basis for making the decision. I just ordered a Teledyne
Mattituck Services TMX-360 carbureted ECI kit engine. I'm going to
install dual electronic ignition, and leaning towards Jeff Rose's
Electroair ignition over Klaus Savier's Lightspeed Plasma II. There are
differences, and each will claim his version is better. Any users of
these systems care to weigh in here? Thanks for the help.
John
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