Today's Message Index:
----------------------
1. 05:58 AM - Re: 503 oil pump cable end wearing (Tom Jones)
2. 06:01 AM - Re: Re: 503 oil pump cable end wearing (John Hauck)
3. 06:17 AM - Re: Re: 503 oil pump cable end wearing (jimbaker@npacc.net)
4. 08:24 AM - Re: Re: 503 oil pump cable end wearing (Richard Girard)
5. 08:34 AM - Re: 503 oil pump cable end wearing (Tom Jones)
6. 09:09 AM - Re: 503 oil pump cable end wearing (racerjerry)
7. 09:11 AM - Re: Re: 503 oil pump cable end wearing (william sullivan)
8. 09:18 AM - Bourke engine (william sullivan)
9. 10:49 AM - Re: Bourke engine (Charlie England)
10. 11:09 AM - Re: Bourke engine (undoctor)
11. 03:06 PM - Re: Bourke engine (Richard Girard)
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Subject: | Re: 503 oil pump cable end wearing |
Jim, thanks for those ideas. I have thought about your idea, "With a smaller
ball one could forgo the fork and countersink the back of the bolt thru-cable
hole to provide a seat for the ball".
I am also wondering about the fit of the brass barrel being a little loose in the
pump lever.
The only place these parts seem to be available is from after market parts suppliers...not
directly from Rotax. The suppliers all specify the barrel is 5/16.
Every other part on my Rotax engine is metric. I was wondering about using
an 8mm bolt for a better fit.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=437607#437607
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Subject: | Re: 503 oil pump cable end wearing |
I think Jim B is correct, vibration and not grit.
I also think reinventing with bigger and different band aids won't fix
the problem, which most likely is severe vibration.
Had a 582 with oil injection on my MKIII initially. Flew it about 225.0
hours in six months before I removed it permanently and went to a 912.
As far as I know there was zero wear on this cable component. Replacing
every 20 hours isn't the solution I'd be looking at.
Fix your vibration problem and most likely you will also fix your oil
injection cable fitting problem.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of
jimbaker@npacc.net
Sent: Saturday, January 24, 2015 9:28 PM
Subject: Re: Kolb-List: Re: 503 oil pump cable end wearing
I sure wouldn't settle for 20 hr replacement. Get inventive.
The wear indicated, if truly from excessive vibration, would indicate
that the barrel end had way too much room to move. The arm is, I
believe, spring loaded...any thought to increasing that tension with an
additional spring so the cable is under greater tension? I'd also think
the grit induced wear theory is overblown.
I would probably modify the cable end to the fork/swaged or soldered
ball design and replace the brass barrel with a bolt. With a smaller
ball one could forgo the fork and countersink the back of the bolt
thru-cable hole to provide a seat for the ball. Any number of ways to
modify. I'd also look at some large scale R/C aircraft fittings for
ideas ( small all metal heim joint fittings come to mind ).
http://store.rc4wd.com/High-Precision-Billet-Tie-Rod-End-M3-Silver_p_641.
html
Jim Baker
405.426.5377 <tel:4054265377>
-----Original Message-----
From: Tom Jones <nahsikhs@elltel.net>
Sent: Sat, 24 Jan 2015 7:11 PM
Subject: Kolb-List: Re: 503 oil pump cable end wearing
Well, I guess I'll go back to brass and hope for the best. I ordered 4
brass swedges so I can replace them every 20 hours or so I guess.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=437583#437583
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Subject: | Re: 503 oil pump cable end wearing |
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Subject: | Re: 503 oil pump cable end wearing |
Tom, There's .002" difference between 5/16 and 8 mm, .3125 vs .3145. I'd
base the decision on which is cheaper, a brass cable stop or a steel oil
pump bell crank. If it were me I'd rather the stop wear than the crank.
Just a thought.
Rick Girard
do not archive
On Sun, Jan 25, 2015 at 7:57 AM, Tom Jones <nahsikhs@elltel.net> wrote:
>
> Jim, thanks for those ideas. I have thought about your idea, "With a
> smaller ball one could forgo the fork and countersink the back of the bolt
> thru-cable hole to provide a seat for the ball".
>
> I am also wondering about the fit of the brass barrel being a little loose
> in the pump lever.
>
> The only place these parts seem to be available is from after market parts
> suppliers...not directly from Rotax. The suppliers all specify the barrel
> is 5/16. Every other part on my Rotax engine is metric. I was wondering
> about using an 8mm bolt for a better fit.
>
> --------
> Tom Jones
> Classic IV
> 503 Rotax, 72 inch Two blade Warp
> Ellensburg, WA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=437607#437607
>
>
--
Believe those who are seeking the truth, doubt those who find it.
-Andre Gide
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Subject: | Re: 503 oil pump cable end wearing |
> Tom, There's .002" difference between 5/16 and 8 mm, .3125 vs .3145. I'd base
the decision on which is cheaper, a brass cable stop or a steel oil pump bell
crank. If it were me I'd rather the stop wear than the crank.Just a thought.
> Rick Girard
>
Our EAA club technical councilor has the same thinking as you do Rick. I asked
him why they didn't make the swedge out of steel instead of brass. His reply
was "Probably so the swedge will wear and not wear out the pump lever.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=437617#437617
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Subject: | Re: 503 oil pump cable end wearing |
How about making a new cable swivel (barrel) and using a new cable / splitter with
a free end - no swaged fittings at oiler.
Make a new barrel from brass rod cross drilled to snugly fit cable.
Drill rod lengthwise and tap hole for machine screw thread - full length of barrel.
Move adjuster to a better position where it is not trying to kink cable.
Slide new barrel to best position and firmly tighten set screw to secure cable.
I would make the barrel slightly longer at the outboard end (cable hole not centered)
to provide more meat for thread engagement. I would also use a short Allen
bolt in place of the set screw to enable better tightening - no tiny Allen
keys. You can Locktite the set screw, but it's probably not necessary.
Keep things clean and use a drop of oil - not WD-40 on the barrel. WD is primarily
a moisture displacer with marginal lubricating properties.
If you want a belt & suspenders approach, you can splay the back end of the cable
strands and solder the wire ends, but this really works well only on zinc coated
cables - not stainless. Unfortunately, solder wicking up the cable strands
makes the cable rigid and almost guarantees eventual breakage at the stress
concentration point where the solder wicking ends.
Hope this helps.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=437618#437618
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Subject: | Re: 503 oil pump cable end wearing |
I would be tempted to make one out of Oilite bronze. Self lubricating.
Bill Sullivan
--------------------------------------------
On Sun, 1/25/15, Tom Jones <nahsikhs@elltel.net> wrote:
Subject: Kolb-List: Re: 503 oil pump cable end wearing
To: kolb-list@matronics.com
Date: Sunday, January 25, 2015, 11:34 AM
"Tom Jones" <nahsikhs@elltel.net>
> Tom, There's .002" difference between 5/16 and 8 mm,
.3125 vs .3145. I'd base the decision on which is cheaper, a
brass cable stop or a steel oil pump bell crank. If it were
me I'd rather the stop wear than the crank.Just a thought.
> Rick Girard
>
Our EAA club technical councilor has the same thinking as
you do Rick. I asked him why they didn't make the swedge out
of steel instead of brass. His reply was "Probably so
the swedge will wear and not wear out the pump lever.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=437617#437617
Forum -
- MATRONICS WEB FORUMS -
List Contribution Web Site -
-Matt
Dralle, List Admin.
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Click on various stuff in this link. My brother sent it to me, thinking I'd
be interested. With Rotax dropping the small 2-strokes, there is a need for replacements.
The weight to HP ratio looks pretty good. Does anyone have any
experience/comments on this one?
http://www.bourke-engine.com/ani
Bill Sullivan
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Subject: | Re: Bourke engine |
On 1/25/2015 11:18 AM, william sullivan wrote:
>
> Click on various stuff in this link. My brother sent it to me, thinking I'd
be interested. With Rotax dropping the small 2-strokes, there is a need for
replacements. The weight to HP ratio looks pretty good. Does anyone have any
experience/comments on this one?
>
> http://www.bourke-engine.com/ani
>
>
I'd suggest finding an independent engineering evaluation. My thoughts:
Consider how severe the imbalance will be with both pistons moving the
same direction, then how much the counterweight will weigh to counteract
that force (without contributing any power). Then consider how long a
sliding line-contact sliding bearing is going to last when subjected to
those forces. The claim is 1/4 pound (0.25 lb) per hp/hr. This is better
by about 30% than the most efficient internal combustion engine ever
built, and it's still a 2 stroke engine. Isn't it a bit strange that a
design that's been around long enough for the patents to expire, and is
super clean, and beats the best tech out there by 30%, hasn't taken over
every engine market on the planet? And it uses 'detonation' to extract
more energy from the fuel? What happens to a piston when you have
detonation in the combustion chamber? (Answer help: nothing good.)
Current technology in 4 strokes can come pretty close to the same
power/weight ratio as old tech 2 strokes. Just need someone to make them
available at an affordable price.
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Subject: | Re: Bourke engine |
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Subject: | Re: Bourke engine |
Bourke built many examples of his engine for trucks, outboard motors, and
aircraft. They all worked, ran for hundreds of hours with little wear to
any parts, and produced the advertised horsepower. One of the aircraft
engines is in the EAA museum.
Like any engine the start up costs going into production would be
astronomical and for an aircraft engine then there are certification costs.
All for a small diminishing market. Sad to say it won't happen, but that's
the way it is.
Rick Girard
do not archive
On Sun, Jan 25, 2015 at 1:09 PM, undoctor <undoctor@ptd.net> wrote:
> Remember back in the 50s or 60s when the Wenkel Rotary engine was
> introduced? One triangular piston with rotary rather than reciprocating
> motion and very few moving parts?
>
> Good idea and it could spin very high revs. Problem is, they can't keep
> the tips from wearing on the triangular piston, so very limited application
> in the real world.
>
> Also remember a ceramic engine on the drawing boards which was to rival
> sliced bread for greatness. Haven't heard any more about that one. That's
> OK. Just keep inventing, many out there ideas have been successful.
>
> Dave Kulp
> Bethlehem, PA
>
> Do not archive
>
>
> Sent from my Verizon Wireless 4G LTE Smartphone
>
>
> -------- Original message --------
> From: Charlie England
> Date:01/25/2015 1:48 PM (GMT-05:00)
> To: kolb-list@matronics.com
> Subject: Re: Kolb-List: Bourke engine
>
>
> On 1/25/2015 11:18 AM, william sullivan wrote:
> williamtsullivan@att.net>
> >
> > Click on various stuff in this link. My brother sent it to me,
> thinking I'd be interested. With Rotax dropping the small 2-strokes, there
> is a need for replacements. The weight to HP ratio looks pretty good.
> Does anyone have any experience/comments on this one?
> >
> > http://www.bourke-engine.com/ani
> >
> >
> I'd suggest finding an independent engineering evaluation. My thoughts:
> Consider how severe the imbalance will be with both pistons moving the
> same direction, then how much the counterweight will weigh to counteract
> that force (without contributing any power). Then consider how long a
> sliding line-contact sliding bearing is going to last when subjected to
> those forces. The claim is 1/4 pound (0.25 lb) per hp/hr. This is better
> by about 30% than the most efficient internal combustion engine ever
> built, and it's still a 2 stroke engine. Isn't it a bit strange that a
> design that's been around long enough for the patents to expire, and is
> super clean, and beats the best tech out there by 30%, hasn't taken over
> every engine market on the planet? And it uses 'detonation' to extract
> more energy from the fuel? What happens to a piston when you have
> detonation in the combustion chamber? (Answer help: nothing good.)
>
> Current technology in 4 strokes can come pretty close to the same
> power/weight ratio as old tech 2 strokes. Just need someone to make them
> available at an affordable price.
>
>
--
Believe those who are seeking the truth, doubt those who find it.
-Andre Gide
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