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1. 08:09 PM - Re: Alternate engines (Gary Casey)
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| Subject: | RE: Alternate engines |
--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<Why inverted? If I go the auto engine route the 350 will be big enough.
It's
rated at 350HP with standard exhaust. The plane was designed for 360HP with
alot of people using 400HP. I can make that easy with the LS1 and have more
room under the cowl. I believe most PSRU's are set for a small block setting
upright. Do you know of someone building one for a Big block inverted setup?
I
didn't know chevy offered a 500ci aluminum engine either. I will have to
check into that.>>
As someone else mentioned, with a good aftermarket aluminum block you can go
for displacements over 600 cu. in. if you like. I would stick to about 500
as the components get rapidly more expense going much beyond that. The key
word in my choice was "direct drive" and that pretty much forces the engine
to be mounted inverted, although a few have been mounted "right-side" up.
In my version the lightweight prop would be mounted directly to the crank.
I think the crank is strong enough as the main bearing diameters are larger
than in the Lycoming IO-720. I would not take the risk of hanging an
aluminum prop on it, though. With the prop mounted on the crank the cowling
will be forced to have a good-sized chin, but not as bad as any Bonanza.
Why direct drive? Light weight, low cost, better durability and
reliability. A direct-drive big block turbocharged and running at 2700 can
produce more power than any small block and will do it with little strain.
The manifold pressure will have to be about 50 inches, but that's not much
for these engines. The complexity of the turbo system is easier to handle
than that of a PSRU. The direct-drive big block will weigh about the same
as a small block with a PSRU. And the cost will be much lower.
Gary Casey
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