Today's Message Index:
----------------------
1. 05:33 AM - Re: Re: Engines-List Digest: 1 Msgs - 10/05/04 (Archie)
2. 08:25 AM - Re: Superior Vantage engine (Philip A. C.)
3. 11:18 AM - Re: Re: Engines-List Digest: 1 Msgs - 10/05/04 (James R. Cunningham)
Message 1
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| Subject: | Re: RE: Engines-List Digest: 1 Msgs - 10/05/04 |
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
> Archie,
> This static boundary layer thing- I've heard of this before,(normally in
> the
> context of airframe surfaces esp. airfoils) and can picture it easily
> enough- like the dust that refuses to fly off my old truck at highway
> speeds. I do believe you, but it still sounds funny to the me. Kind of
> like
> how a golf ball flies farther because of its dimples. We know it does,
> just
> "doesn't seem right!" Very interesting stuff. Bottom line- a properly
> calibrated and operated flow bench does not lie.
>
> So this detrimental effect, just how significant is its penalty? I'm
> imagining it to be in the neighborhood of being almost an even wash; does
> this amount to a bunch of work for nothing?
>
> Stu Bryant
===============================================
On a slow turning, high displacement engine, (such as aircraft), velocity
improvement of the intake charge seems to be the most effective.
I have also found that in some instances dimpling with a prick punch
on the long side intake radius induces enough turbulence to keep the
fuel mixture from coming out of suspension.
The intake ports are treated with a coarse blast of abrasive when the final
port shape is completed. The exhausts are very smooth, and semi-
polished, as is the combustion chamber to help prevent carbon buildup.
The most effective exhaust shape is a "D" shape, with the straight part
of the D being bottom horizontal. (or the short side radius)
We would ideally love to have a straight shot in and out, but if you
compare late automotive engines to this, you will see great improvements
in comparison, that the AC In & Ex charges must run.
For the most part, (there are exceptions), the short turn radii are not
modified as much as the long.
Transitions, such as the pipe attachments, etc, are slightly enlarged in
the direction of flow, to eliminate reversion.
If you have CAD on your computer, I can send an illustration via a
.dwg file.
Archie Frangoudis,
Archie's Racing Service
Message 2
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| Subject: | RE: Superior Vantage engine |
--> Engines-List message posted by: "Philip A. C." <philipac@suncraftgroup.com>
Does anyone have information on these engines?
Can't get much from Superior's site, as all the info pages are not loading.
It will definitively have direct oil supply to the camshaft and to the crank
thrust face, as well as most of the improvements that Lycoming or
Continental were supposed to make in the last fifty years, and were instead
made by engine overhaul shops and parts suppliers (Seems that when these
semi-monopolistic factories encounter a problem, they pas it to R&D: "Resist
& Deny"...), but there ar three things I'd really like to know:
1. Has the insufficient cooling of the valve stems, due to insufficient oil
flow through the lifters, been taken care of?
2. Is the induction balanced, and (specially for an IO) routed outside the
sump?
3. Is there an electronic ignition?
Thanks
Philip
Message 3
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| Subject: | Re: RE: Engines-List Digest: 1 Msgs - 10/05/04 |
--> Engines-List message posted by: "James R. Cunningham" <jrccea@bellsouth.net>
I'd appreciate that, Archie.
All the best,
Jim Cunningham
Archie wrote:
> If you have CAD on your computer, I can send an illustration via a
> .dwg file.
> Archie Frangoudis,
> Archie's Racing Service
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