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1. 11:14 AM - Re: Advise (HMS23TURBO@aol.com)
2. 03:45 PM - Re: Advise (Harold Anderson)
Message 1
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--> FEWMustang-List message posted by: HMS23TURBO@aol.com
Ken,
In my opinion, go with a good set of aluminum heads. They have several
advantages over iron heads; weight, cooling efficiency, ease of porting, and you'll
have far more choices in head castings and valve train pieces. The weight of
the PSRU will negate any need for heavy engine parts. Have a close look at some
of the other completed aircraft weight and balance numbers before you decide
on just where you will put your wing (I've got several sets here that I can
give you). Moving the wing fore and aft slightly from the original set-up
numbers (provided by Jim Kern) will make a dramatic difference in your ability
to
put your bigger friends in the back seat. (Larry - have you done a weight and
balance as of yet?)
Don't get too carried away with hp numbers and sacrifice reliability just to
have a big number to talk about (Huey Long comes to mind here). Remember the
most successful FEWs flying out there are using crate engines producing no more
that 300 hp at take off and likely around 250 - 260 hp in cruise. One thing
that is really cool about using automotive engines in these applications is
that you can always find more power by changing things as you need it. Start off
with real reliable pieces and a moderate power level and then later if you
really feel you need 400 - 500 hp, it can be found. There is no end to high
performance Chevrolet parts available. If you look at the parts Larry has chosen
as
a staring point, you'll be in good shape. If I were at the point of looking
at specific engine parts to put together an engine from scratch - I would
certainly be opting for the Gen III engines over the earlier stuff. There is a
lot
of developed technology in the new engine that you will never find in all the
best after-market Gen II pieces. But I think you are already well down that
path so ...
I have found that the exhaust system as was designed by the guys in Oklahoma
is a real power thief - in the neighborhood of 60 hp at 5000 rpm. We have
built a cleaner, higher flow version in stainless that gets about 70% of that
back. The other issue with the old system is longevity. Being mild steel it seems
to only live about 100 hours before it need major work or replacement.
Unfortunately the stainless version is expensive and time consuming to build but
there are quite a few guys lined up for them. I've got 3 sets for the LS1 and LS6
underway right now and will be doing a batch of "standard - siamesed port"
systems soon.
Hope some of this is of help.
Ed
Message 2
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--> FEWMustang-List message posted by: "Harold Anderson" <andy_lindaanderson@msn.com>
Ed,
How are you doing on the engine cradle you said you had and any other
parts?
Any help you can give would be appreciated.
Andy
-----Original Message-----
From: owner-fewmustang-list-server@matronics.com
[mailto:owner-fewmustang-list-server@matronics.com] On Behalf Of
HMS23TURBO@aol.com
Subject: Re: FEWMustang-List: Advise
--> FEWMustang-List message posted by: HMS23TURBO@aol.com
Ken,
In my opinion, go with a good set of aluminum heads. They have several
advantages over iron heads; weight, cooling efficiency, ease of porting,
and you'll
have far more choices in head castings and valve train pieces. The
weight of
the PSRU will negate any need for heavy engine parts. Have a close look
at some
of the other completed aircraft weight and balance numbers before you
decide
on just where you will put your wing (I've got several sets here that I
can
give you). Moving the wing fore and aft slightly from the original
set-up
numbers (provided by Jim Kern) will make a dramatic difference in your
ability to
put your bigger friends in the back seat. (Larry - have you done a
weight and
balance as of yet?)
Don't get too carried away with hp numbers and sacrifice reliability
just to
have a big number to talk about (Huey Long comes to mind here). Remember
the
most successful FEWs flying out there are using crate engines producing
no more
that 300 hp at take off and likely around 250 - 260 hp in cruise. One
thing
that is really cool about using automotive engines in these applications
is
that you can always find more power by changing things as you need it.
Start off
with real reliable pieces and a moderate power level and then later if
you
really feel you need 400 - 500 hp, it can be found. There is no end to
high
performance Chevrolet parts available. If you look at the parts Larry
has chosen as
a staring point, you'll be in good shape. If I were at the point of
looking
at specific engine parts to put together an engine from scratch - I
would
certainly be opting for the Gen III engines over the earlier stuff.
There is a lot
of developed technology in the new engine that you will never find in
all the
best after-market Gen II pieces. But I think you are already well down
that
path so ...
I have found that the exhaust system as was designed by the guys in
Oklahoma
is a real power thief - in the neighborhood of 60 hp at 5000 rpm. We
have
built a cleaner, higher flow version in stainless that gets about 70% of
that
back. The other issue with the old system is longevity. Being mild steel
it seems
to only live about 100 hours before it need major work or replacement.
Unfortunately the stainless version is expensive and time consuming to
build but
there are quite a few guys lined up for them. I've got 3 sets for the
LS1 and LS6
underway right now and will be doing a batch of "standard - siamesed
port"
systems soon.
Hope some of this is of help.
Ed
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==
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