Today's Message Index:
----------------------
1. 12:44 AM - [PLEASE READ!] "What's my Contribution used for?" (Matt Dralle)
2. 05:50 AM - Re: Break-in (Gary Casey)
3. 10:42 AM - Re: Engines-List Digest: 2 Msgs - 11/23/03 (ALEMBIC7@aol.com)
4. 01:19 PM - Re: Re: Break-in (Archie)
5. 01:36 PM - Re: Re: Engines-List Digest: 2 Msgs - 11/23/03 (Archie)
6. 01:44 PM - (Aucountry@aol.com)
Message 1
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| Subject: | [PLEASE READ!] "What's my Contribution used for?" |
--> Engines-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
A few Listers have asked me recently, "What's my Contribution used for?",
and that's a valid question. Here are just a few examples of what your
direct List support enables... It provides for the expensive,
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It is YOUR CONTRIBUTION that directly enables these many desirable aspects
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Matt Dralle
Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<The cylinder wall finishes are 800cork finish with no cross-hatching.>>
Thanks for the reply, Archie. Of course one answer leads to another
question - What does "800cork" mean? That's one I've not heard.
<<The rings are automotive style, and pre-lapped prior to assembly.>>
And how do you "pre lap" piston rings, and what is the difference between
"automotive-style" and aircraft-style rings? I assume it is in the surface
treatment?
<<The additional cranking will insure that every air pocket in the passages
has been replaced with oil, so that when the engine is "fired up" everything
is lubricated.>>
That makes sense, but my worry is the cam lobes, specifically the tip of the
lobe which has the highest contact stress because the contact area is
minimum while the spring load is at the maximum. Are the lobes lubricated
during cranking (I said by "splash", you used the words "throw off" to
describe the same thing)? I would think not, but maybe there is enough
speed to fling oil to the lobes. In any event, pulling the plugs certainly
doesn't eliminate the loading on the cam lobes, just on the crank and rod
journals.
Gary Casey
Message 3
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| Subject: | Re: Engines-List Digest: 2 Msgs - 11/23/03 |
--> Engines-List message posted by: ALEMBIC7@aol.com
New subject:
Perhaps one or more of you engine guys can answer two questions I have:
1. Approximately how heavy is a Mazda Rotary w/ Re-drive installation? (ready
to fly)
2. Is it too heavy for a STOL CH701?
Thanks in advance for any info you can give/
AZ Lurker
Message 4
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--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
> --> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
>
> <<The cylinder wall finishes are 800cork finish with no cross-hatching.>>
>
> Thanks for the reply, Archie. Of course one answer leads to another
> question - What does "800cork" mean? That's one I've not heard.
Final honing is with 800gr stones, then finished with cork to produce a
mirror
finish.
>
> <<The rings are automotive style, and pre-lapped prior to assembly.>>
> And how do you "pre lap" piston rings, and what is the difference between
> "automotive-style" and aircraft-style rings? I assume it is in the
surface
> treatment?
This requires an illustration, but here goes;
Rather than square faced rings with machined surfaces that were once used in
automotive applications,modern rings are a radiused, and moly filled. (in
most cases)
We use a gapless second ring with a reverse taper nodular second,
with a medium to high tension 3 piece iol ring assy.
Depending on the application, the top ring may be stainless.
The trend in high performance and racing is heading toward steel,
rather than cast iron or nodular material. This is already utilized in many
new automobiles.
> <<The additional cranking will insure that every air pocket in the
passages
> has been replaced with oil, so that when the engine is "fired up"
everything
> is lubricated.>>
>
> That makes sense, but my worry is the cam lobes, specifically the tip of
the
> lobe which has the highest contact stress because the contact area is
> minimum while the spring load is at the maximum. Are the lobes lubricated
> during cranking (I said by "splash", you used the words "throw off" to
> describe the same thing)? I would think not, but maybe there is enough
> speed to fling oil to the lobes. In any event, pulling the plugs
certainly
> doesn't eliminate the loading on the cam lobes, just on the crank and rod
> journals.
As far as spring loading on a new cam/lifter assembly,
a good high pressure lube such as molybdenum disulfide will protect these
parts
during initial run-in. Remember, new assemblies are nitrided, or at least
parkerized
to also assist in break-in. To run these in properly, you should not allow
the
engine to idle below 1500 rpm. The first few minutes are the most critical.
Open spring pressure on most AC piston engines does not usually exceed
140lbs.
A flat tappet automotive race engine can run to 600lbs open pressure, and an
all-out race engine using rollet lifters can exceed 1000lbs.
Archie
Message 5
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| Subject: | Re: Engines-List Digest: 2 Msgs - 11/23/03 |
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
> --> Engines-List message posted by: ALEMBIC7@aol.com
>
> New subject:
> Perhaps one or more of you engine guys can answer two questions I have:
> 1. Approximately how heavy is a Mazda Rotary w/ Re-drive installation?
(ready
> to fly)
> 2. Is it too heavy for a STOL CH701?
> Thanks in advance for any info you can give/
> AZ Lurker
I have forgotten, but the place to ask that is on the rotary website.
Believe I may have read where one was installed in a 701.
rotaryeng@earthlink.net
I have five of these engines, but have not had time to play with them on the
dyno.
As far as hp vs displacement, and reliability, these are hard to beat.
Archie
Message 6
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--> Engines-List message posted by: Aucountry@aol.com
Archie,
What is your experience wiith long term use of cylinders set up using the
methods for racing engines? I guess what I'm asking is, can a daily flyer GA
180 hp Lycoming benefit from the custom rings and cylinder processes? Also,
what are racing engines doing to reduce valve guide wear?
gary
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