---------------------------------------------------------- FEWMustang-List Digest Archive --- Total Messages Posted Sat 07/10/04: 2 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 11:14 AM - Re: Advise (HMS23TURBO@aol.com) 2. 03:45 PM - Re: Advise (Harold Anderson) ________________________________ Message 1 _____________________________________ Time: 11:14:44 AM PST US From: 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 ________________________________ Message 2 _____________________________________ Time: 03:45:26 PM PST US From: "Harold Anderson" Subject: RE: FEWMustang-List: Advise --> FEWMustang-List message posted by: "Harold Anderson" 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 == == == ==