Today's Message Index:
----------------------
1. 12:32 AM - Re: Doug, anyone, 400hp engines please...RAT Engine vs Russian NEW ... (Jorgen Nielsen)
2. 05:33 AM - Re: Re: Doug, anyone, 400hp engines please... (A. Dennis Savarese)
3. 05:48 AM - Our future? (cjpilot710@aol.com)
4. 05:58 AM - Re: Our future? (Craig Winkelmann, CFI)
5. 06:07 AM - M-14 Future and Housai Future (Craig Winkelmann, CFI)
6. 06:17 AM - Re: Who was in the Blue and yellow Yak at Palomar today? (Tim Gagnon)
7. 07:34 AM - Re: Yak 52 or CJ6? (Forrest Johnson)
8. 08:56 AM - 400hp (Jerry Painter)
9. 09:56 AM - Re: M-14 Future and Housai Future (doug sapp)
10. 10:27 AM - Re: M-14 Future and Housai Future (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
11. 10:32 AM - Re: Re: Doug, anyone, 400hp engines please... (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
12. 11:20 AM - Re: M-14 Future and Housai Future (Brian Lloyd)
13. 12:31 PM - Re: Re: Doug, anyone, 400hp engines please... (Jorgen Nielsen)
14. 12:42 PM - M14P ---F (Jorgen Nielsen)
15. 06:12 PM - SNF TFR's (Cpayne)
16. 06:42 PM - Re: More fuel (Craig Winkelmann, CFI)
17. 07:38 PM - M14P fuel grade requirement (Brian Lloyd)
18. 10:15 PM - Re: M14P fuel grade requirement (NC69666@AOL.COM)
Message 1
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| Subject: | Doug, anyone, 400hp engines please...RAT Engine vs Russian |
NEW ...
Direct injection...
I drive an Audi RS4 which makes 420HP from a 4.2 litre engine. Great car!
Really fun to drive hard, revs like a superbike.
It uses direct injection...see below for splurb from Audi:
What is new about the Audi FSI engine? Audi engineers have had to develop a
large number of new components and assemblies themselves, including:
A high-pressure common rail fuel injection system with a demand-controlled
single-piston injection pump specially developed for the purpose; this only
supplies sufficient fuel to maintain the desired pressure in the system.
A new cylinder head with four valves per cylinder and valve operation by
roller cam followers
A further-developed version of the air-guided combustion process with
continuous control of charge movement
An external exhaust gas recirculation system
A further development of the exhaust emission treatment system, with a NOx
storage-type catalytic converter and NOx sensor.
In the meantime, low-sulphur petrol has become generally available, so that
the full fuel-saving potential of these engines will be attainable in
day-to-day operation.
The FSI engine's special combustion principle is critical to its efficiency.
On this engine, fuel is not injected into the intake port, but directly into
the combustion chamber. The injector, which is supplied by a single-piston
pump and common rail fuel line, is in the side of the cylinder head, and
controls the injection time to within thousandths of a second, at injection
pressures of up to 110 bar.
Message 2
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| Subject: | Re: Doug, anyone, 400hp engines please... |
Wasn't it a 305? But I could be wrong.
Dennis
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Thursday, March 20, 2008 3:16 PM
Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> You're right. I was waiting for someone to jump on me about the 302 and
> no one suckered in on that one!
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
> Savarese
> Sent: Wednesday, March 19, 2008 20:35
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
>
> --> <dsavarese@elmore.rr.com>
>
> You left out one of the mouse motors Mark.....the predecessor to the 283
> and its successors, the 265. The 1st Chevy OHV V8 engine was a 265 Cu.
> In.
> engine, introduced in 1955 Chevy. Physically looks identical to the 283.
> Dennis
>
> ----- Original Message -----
> From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
> <mark.bitterlich@navy.mil>
> To: <yak-list@matronics.com>
> Sent: Wednesday, March 19, 2008 6:35 PM
> Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
>
>
>> MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> RAT motors are considered to be any of the Big Block Chevy engines
>> starting... As I remember it... With the 409, then the 396, 427, 454,
>> 502,
>> etc. The small block engines are called "Mouse Motors", and include the
>> 283, 302, 307, 327, 350, 400.
>>
>> The term RAT MOTOR came from the drag racer who first became famous for
>> running them, which I THINK might have been Grumpy Jenkins, but I am not
>> positive about just who it was. In any case, his car had a name that had
>> "Rat" in it... I want to say "The Rat". There was a big picture on the
>> side of the race car showing this huge rat reaching up and grabbing the
>> shifter. This started the whole thing about big blocks being called "Rat
>> Motors".
>>
>> I run a 605HP 502 CU Rat in my 68 Camaro.
>>
>> Mark Bitterlich
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
>> Sent: Monday, March 17, 2008 22:14
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
>>
>>
>>> > Sounds like a cage and a wheel are involved.
>>>
>>> F'in big rat!
>>>
>>> Did you know rats can't vomit?
>>
>> Considering what they eat, that is probably to ensure they keep their
>> lunch down.
>>
>> And I am still interested in a "rat motor".
>>
>> --
>> Brian Lloyd 3191 Western Drive
>> brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
>> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>>
>> I fly because it releases my mind from the tyranny of petty things . . .
>> - Antoine de Saint-Exupry
>>
>> PGP key ID: 12095C52A32A1B6C
>> PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 3
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AOPA WORKING ON FUTURE AVGAS
100LL=94its rising cost, future availability, and environmental impac
t=94is on
the minds of everyone in the aviation industry. AOPA is working to help fin
d
a viable fuel replacement that would have a minimal impact on our members a
nd
general aviation aircraft. On March 17, _AOPA responded_
(http://download.aopa.org/epilot/2008/080319lead.pdf) to the Environmental
Protection Agency's
publication of a rulemaking petition to limit lead emissions from general
aviation aircraft. The EPA's move stems from a petition from the environmen
tal
group Friends of the Earth. Removing lead from avgas without having a suita
ble
alternative would have a catastrophic impact on 30 percent of the GA fleet.
Read more on _AOPA Online_ (http://www.aopa.org/epilot/redir.cfm?adid=148
22) .
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aol
hom00030000000001)
Message 4
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AOPA and the EAA do good work for us. This is why everyone who flies should be
a member of one or both of these organizations. They are our voice in Congress
and with many state and local governments.
Craig
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=171451#171451
Message 5
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| Subject: | M-14 Future and Housai Future |
It looks to me like the future of the Housai is nearing. There appears to be no
motivation to rebuild these engines in the US and sending them back and forth
is too costly. Please disagree with me if you think otherwise.
The M-14 seems to be in decent supply and it looks like this engine will be the
one we all will be flying with in the next 10 years as the Housai's meed their
end of life.
It also appears as though there are several sources for M-14s and due to many economic
influences right now that these engines are going up in value.
Can we put together a reliable list of people:
1) importing engines
2) rebuilding engines
3) hot-rodding engines
4) providing "aftermarket" parts (eg fuel injection, etc)
Maybe once this list is compiled, it could be posted on the RPA web site as a reference
for all of us.
Thanks,
Craig
PS - now all we need is a constant supply of gas w/o alcohol in it to keep flying
OR someone develops a way to fly with mogas with alcohol in it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=171453#171453
Message 6
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| Subject: | Re: Who was in the Blue and yellow Yak at Palomar today? |
[quote="ByronMFox(at)aol.com"]Must have been Darrell "Condor" Gary, RPA President.
He's based there. ...Blitz
**************
Create a Home Theater Like the Pros. Watch the video on AOL Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
> [b]
I was figuring it was him....I just could not remember whose airplane that was.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=171456#171456
Message 7
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| Subject: | Re: Yak 52 or CJ6? |
CJ parts seem to be more readly available. Doug Sapp is the best source for
parts. It doesnt make any difference wheather you buy from a dealer or an
individual, you still have to check the over the plane and logs very
carefully.
----- Original Message -----
From: "Forrest Johnson" <flushjohnson@charter.net>
Sent: Sunday, March 16, 2008 5:14 PM
Subject: Re: Yak-List: Yak 52 or CJ6?
> <flushjohnson@charter.net>
>
> I have owned a CJ for 9 years and love the airplane. I considered the 52
> but after flying both cross country, 2-3 hrs. the CJ is much more
> comfortable. It will do all the aerobatics that the avarage pilot will
> ever want to do.I do a lot of formation flying and the CJ is much more
> stable do to the longer dihedrel wing. The CJ with the stock 285 engine
> will out perform the 52 in every aspect except roll rate , initial climb
> rate. The CJ is about 20 kts. faster than the 52. In cruise with a 52 at
> about 120 kts the CJ will burn about 13 gph. vs 16 to 17 for the 52.
> I just purchased my second CJ with the 360 hp motor which makes the
> aairplane a different beast. It will out climb the 52 by 500 fpm. cruise
> 35- 40 kts faster at the same power setting. The CJ will cost on the
> avarage about 15 to 20k more than a comprable 52.
> I am going to put my original CJ on the market for 80k well equipped. If
> you are interested give me a call cell 817 366 3150 or Email
> flushjohnson@charter.net.
>
> Thanks
> Forrest Johnson
> ----- Original Message -----
> From: "jon" <wehnerj@charter.net>
> To: <yak-list@matronics.com>
> Sent: Friday, March 14, 2008 9:11 PM
> Subject: Yak-List: Yak 52 or CJ6?
>
>
>>
>> Hello, Im very interested in purchasing a Yak or CJ. I have joined
>> Redstar and just found this forum. My question is what are somethings
>> to watch for in a purchase and what dealers have a good reputation.
>> Are CJ parts harder to find than the Yak? I am sure this has been asked
>> before so Thank You in advance.
>> John,
>> Wisconsin
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=169924#169924
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 8
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This engine stuff is interesting.
There were lots of very interesting recip engines developed just before a
nd
during WWII, such as the "Hyper" program engines in the US, some of very
large displacement, and not just by Allison, Curtiss-Wright and P&W.
Lycoming and Continental also built some novel, big displacement engines.
Most never saw series production. Lots of serious complication trying to
achieve high power. The Germans built several diesel aircraft engines as
early as WWI. The Brits had lots of interesting engines and were
particularly intrigued by the "H" layout--which carried over into the BRM
H-16 Formula 1 engine of the 60's--axial-flow supercharging etc. Don't k
now
anything about the Bugatti fighter, but I can imagine it had a very
interesting pair (?) of engines and drive train. Most of what we see bei
ng
hyped on car engines today (with the exception of electronics)--overhead
cams, multiple valves per cylinder, variable timing etc.--could be found
on
aircraft engines as early as WWI. But aircraft recip R&D pretty much cam
e
to a halt with the advent of turbines. Audi racing diesels are pretty
interesting, but, as you say, Brian, (race) car engines are not airplane
engines and nobody's used classic DCO/E/IDA Webers since turbocharging an
d
injection came to the fore in the late 60's-early 70's.
Weak Force Press publishes several interesting non-engineering books on
aircraft engines and also great calendars highlighting some of them.
Round engines have some novel features that it seems would lend themselve
s
to electronic optimization: slightly different stroke and displacement of
each cylinder, variations in compression ratio, valve and ignition timing
etc. It's interesting that the Brits in particular went to sleeve valves
to
reduce detonation associated with very high boost pressures, but you don'
t
see anybody running Bristol Centaurus engines in Sea Furies at Reno, wher
e
boost is King. You do see auto plugs, but not electronic ignition, right
?
Or do you? Hmmm. Anybody have details on any of the race engine program
s,
particularly round engines? I noticed Strega and Big Boss Man running au
to
plugs, probably others, too. Given that Mike Brown owns BBM and the
September Sea Furies I suspect they also use auto plugs.
Ah, no, (some of) the Russians are not short on cash. Are more powerful
recip engines for more than a few competition airplanes in future series
production plans, Richard? Are the M9 and/or 14R going into series or eve
n
limited production for use by other than Russian team aircraft? Projecte
d
prices? What about propellers? What kind of real world TBO's are you
seeing on 400hp M-14's? M-14P's? I wonder what kind of TBO your Rat eng
ine
will get, Tom? Is that the same engine Greg Medford has been using?
Reliability? Electronics? Multiple-coil electronic individually variabl
e
ignition timing, detonation sensing, individually variable electronic por
t
injection etc? I can imaging lots of car stuff being adapted. Will
turbo-compounding be next? Think not.
Jerry Painter
chief pilot, CFI, A&P, airport bum,
permanent latrine orderly &c.
Wild Blue Aviation
Arlington Municipal Airport (KAWO)
19203 59th Dr. NE
Arlington, WA 98223
425-876-0865
JP@FlyWBA.com
http://www.FlyWBA.com
Message 9
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| Subject: | Re: M-14 Future and Housai Future |
Craig and all,
The 285 hp HS6A engine is still available in China, but the price has risen
sharply because of the falling value of our Pacific Peso and several
other factors. At this time a good 1st overhauled 285 hp engine, *with good
logs* (FOB OMAK) is selling for close to the same price as a M14P. This has
discouraged many of us from importing HS6A engines unless they are pre sold,
because faced with the option of spending just north of 20K for a fresh 1st
overhauled 285, most guys will elect to spend the 30K (engine, shutters,
exhaust, V530, etc) to upgrade to a 360 hp M14P. Their thinking, right or
wrong is that they will get it back when they sell.
I would somewhat disagree with you about the supply of M14P's, IMHO it's
drying up fast and the prices are skyrocketing. This again caused by the
falling doller and big demand. There seems to be a shortage of some parts
and overhaul facilities are scrounging for the "best of what they have" to
make up parts used in some overhauls. I worry about the declining quality
of these engines as the parts pool starts to run dry. Maybe Mark or George
has a more informed opinion on this point?
ABOUT LOGS----Be VERY careful
Unlike the Russians the Chinese are totally preoccupied with controlling any
and all information leaving China which may be even remotely considered to
compromising to their military security. This, they told me is the reason
that they will not allow the real logs out of the country, and only allow
photo copies to leave with the overhauled engines. In this day and age of
super spy sats and the like all this seems kinda stupid. Anyway, this
practice allows the dishonest vendor in China who has access to some office
white-out and a copy machine to get rather "creative" in marketing his 3rd
or 4th overhauled engines, or engines of questionable parentage which have
been "Dupont overhauled". When buying a HS6A overhauled be extremely
careful while iinspecting your photo copy log. Use a mag glass if you
suspect the serial number has been tampered with.
Original hard bound blue logs:
It is very rare indeed that a complete CJ6 which has been in the PLAAF will
find it's way to the US with the hard bound blue logs intact. It is even
more rare that a overhauled engine finds it's way here with the original
logs. Ernie has such a engine I think. I recently bought a 2000 hour CJ
which has never been in the PLAAF, never cadet flown and has a 12 hour TT
since new engine and prop on it. (yes, since new!!) I as delighted to find
that this aircraft has all the blue hard bound books with it, heck it even
has the signal flares in the side rack! This engine and prop with all logs
will be offered for sale when the aircraft arrives here in the US.
With respect to rebuilding engines here in the US, I honestly think a total
overhaul to American standards is still light years away because we have no
supply line for the small parts and lack the special tools and
manuals required to do the job. Top overhauls are just around the corner,
or in fact here now when you consider what Bill Blackwell is doing with the
top ends in his Rat engines. We will be offering stock 285 hp new and
overhauled clys within the year.
Best to all, see you at OSH!
On Fri, Mar 21, 2008 at 6:04 AM, Craig Winkelmann, CFI <capav8r@gmail.com>
wrote:
> >
>
> It looks to me like the future of the Housai is nearing. There appears to
> be no motivation to rebuild these engines in the US and sending them back
> and forth is too costly. Please disagree with me if you think otherwise.
>
> The M-14 seems to be in decent supply and it looks like this engine will
> be the one we all will be flying with in the next 10 years as the Housai's
> meed their end of life.
>
> It also appears as though there are several sources for M-14s and due to
> many economic influences right now that these engines are going up in value.
>
> Can we put together a reliable list of people:
>
> 1) importing engines
> 2) rebuilding engines
> 3) hot-rodding engines
> 4) providing "aftermarket" parts (eg fuel injection, etc)
>
> Maybe once this list is compiled, it could be posted on the RPA web site
> as a reference for all of us.
>
> Thanks,
>
> Craig
>
> PS - now all we need is a constant supply of gas w/o alcohol in it to keep
> flying OR someone develops a way to fly with mogas with alcohol in it.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=171453#171453
>
>
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
Message 10
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| Subject: | M-14 Future and Housai Future |
I'm not a chemist, or even close to it.
HEY BRIAN!
How might one REMOVE alchohol from gas?
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Craig
Winkelmann, CFI
Sent: Friday, March 21, 2008 9:05
Subject: Yak-List: M-14 Future and Housai Future
--> <capav8r@gmail.com>
It looks to me like the future of the Housai is nearing. There appears
to be no motivation to rebuild these engines in the US and sending them
back and forth is too costly. Please disagree with me if you think
otherwise.
The M-14 seems to be in decent supply and it looks like this engine will
be the one we all will be flying with in the next 10 years as the
Housai's meed their end of life.
It also appears as though there are several sources for M-14s and due to
many economic influences right now that these engines are going up in
value.
Can we put together a reliable list of people:
1) importing engines
2) rebuilding engines
3) hot-rodding engines
4) providing "aftermarket" parts (eg fuel injection, etc)
Maybe once this list is compiled, it could be posted on the RPA web site
as a reference for all of us.
Thanks,
Craig
PS - now all we need is a constant supply of gas w/o alcohol in it to
keep flying OR someone develops a way to fly with mogas with alcohol in
it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=171453#171453
Message 11
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|
| Subject: | Re: Doug, anyone, 400hp engines please... |
No, it was a 302. Basically a 327 with a 283 crank shaft. Four bolt mains and
big valve (2.02) heads. The think revved like a banshee. They did that because
they were racing at the time and there was some requirement that the engine
be no bigger than "x". The exact number I can not remember, but anyway, that's
why they built the thing. It was in production Z-28's Camaro's ONLY from
late 68 until about halfway through 69 when they switched to the 350. I owned
one. Well... My wife did anyway. It was a screamer. Came stock with 4:11 gears
with POSI, close ratio Hurst shifted M-21 Muncie 4 speed, Hi-Rise manifold,
Holley Carb, solid lifter came, with HUGE lift and duration.
My EX-wife sold it for $8000 a few years ago. It is worth about $20 thou. Stupid
bitch.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Sent: Friday, March 21, 2008 8:30
Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
--> <dsavarese@elmore.rr.com>
Wasn't it a 305? But I could be wrong.
Dennis
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Thursday, March 20, 2008 3:16 PM
Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> You're right. I was waiting for someone to jump on me about the 302 and
> no one suckered in on that one!
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
> Savarese
> Sent: Wednesday, March 19, 2008 20:35
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
>
> --> <dsavarese@elmore.rr.com>
>
> You left out one of the mouse motors Mark.....the predecessor to the 283
> and its successors, the 265. The 1st Chevy OHV V8 engine was a 265 Cu.
> In.
> engine, introduced in 1955 Chevy. Physically looks identical to the 283.
> Dennis
>
> ----- Original Message -----
> From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
> <mark.bitterlich@navy.mil>
> To: <yak-list@matronics.com>
> Sent: Wednesday, March 19, 2008 6:35 PM
> Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
>
>
>> MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> RAT motors are considered to be any of the Big Block Chevy engines
>> starting... As I remember it... With the 409, then the 396, 427, 454,
>> 502,
>> etc. The small block engines are called "Mouse Motors", and include the
>> 283, 302, 307, 327, 350, 400.
>>
>> The term RAT MOTOR came from the drag racer who first became famous for
>> running them, which I THINK might have been Grumpy Jenkins, but I am not
>> positive about just who it was. In any case, his car had a name that had
>> "Rat" in it... I want to say "The Rat". There was a big picture on the
>> side of the race car showing this huge rat reaching up and grabbing the
>> shifter. This started the whole thing about big blocks being called "Rat
>> Motors".
>>
>> I run a 605HP 502 CU Rat in my 68 Camaro.
>>
>> Mark Bitterlich
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
>> Sent: Monday, March 17, 2008 22:14
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
>>
>>
>>> > Sounds like a cage and a wheel are involved.
>>>
>>> F'in big rat!
>>>
>>> Did you know rats can't vomit?
>>
>> Considering what they eat, that is probably to ensure they keep their
>> lunch down.
>>
>> And I am still interested in a "rat motor".
>>
>> --
>> Brian Lloyd 3191 Western Drive
>> brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
>> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>>
>> I fly because it releases my mind from the tyranny of petty things . . .
>> - Antoine de Saint-Exupry
>>
>> PGP key ID: 12095C52A32A1B6C
>> PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 12
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| Subject: | Re: M-14 Future and Housai Future |
On Mar 21, 2008, at 10:24 AM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> I'm not a chemist, or even close to it.
>
> HEY BRIAN!
>
> How might one REMOVE alchohol from gas?
I am not a chemist either so I have no idea. I think it much more
sensible to make the fuel system alcohol tolerant and then figure out
how to remove the water from the fuel instead. That I suspect is
easier to do and would allow the use of mogas.
You know, it might be worthwhile to test a CJ and/or a Yak to see how
the existing fuel system tolerates fuel with alcohol in it.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 13
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| Subject: | Re: Doug, anyone, 400hp engines please... |
Here in SA we had a Chev Firenza (small car) homologation special called a
"can-am" with a racing 302 in it.
Had chassis re-enforced to try prevent chassis twist. Smoked most other
cars at the time. Sadly only a few left.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G
CIV Det Cherry Point, MALS-14 64E
Sent: 21 March 2008 07:29 PM
Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
MALS-14 64E" <mark.bitterlich@navy.mil>
No, it was a 302. Basically a 327 with a 283 crank shaft. Four bolt mains
and big valve (2.02) heads. The think revved like a banshee. They did that
because they were racing at the time and there was some requirement that the
engine be no bigger than "x". The exact number I can not remember, but
anyway, that's why they built the thing. It was in production Z-28's
Camaro's ONLY from late 68 until about halfway through 69 when they switched
to the 350. I owned one. Well... My wife did anyway. It was a screamer.
Came stock with 4:11 gears with POSI, close ratio Hurst shifted M-21 Muncie
4 speed, Hi-Rise manifold, Holley Carb, solid lifter came, with HUGE lift
and duration.
My EX-wife sold it for $8000 a few years ago. It is worth about $20 thou.
Stupid bitch.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Sent: Friday, March 21, 2008 8:30
Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
--> <dsavarese@elmore.rr.com>
Wasn't it a 305? But I could be wrong.
Dennis
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Thursday, March 20, 2008 3:16 PM
Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> You're right. I was waiting for someone to jump on me about the 302 and
> no one suckered in on that one!
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
> Savarese
> Sent: Wednesday, March 19, 2008 20:35
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
>
> --> <dsavarese@elmore.rr.com>
>
> You left out one of the mouse motors Mark.....the predecessor to the 283
> and its successors, the 265. The 1st Chevy OHV V8 engine was a 265 Cu.
> In.
> engine, introduced in 1955 Chevy. Physically looks identical to the 283.
> Dennis
>
> ----- Original Message -----
> From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
> <mark.bitterlich@navy.mil>
> To: <yak-list@matronics.com>
> Sent: Wednesday, March 19, 2008 6:35 PM
> Subject: RE: Yak-List: Re: Doug, anyone, 400hp engines please...
>
>
>> MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> RAT motors are considered to be any of the Big Block Chevy engines
>> starting... As I remember it... With the 409, then the 396, 427, 454,
>> 502,
>> etc. The small block engines are called "Mouse Motors", and include the
>> 283, 302, 307, 327, 350, 400.
>>
>> The term RAT MOTOR came from the drag racer who first became famous for
>> running them, which I THINK might have been Grumpy Jenkins, but I am not
>> positive about just who it was. In any case, his car had a name that had
>> "Rat" in it... I want to say "The Rat". There was a big picture on the
>> side of the race car showing this huge rat reaching up and grabbing the
>> shifter. This started the whole thing about big blocks being called "Rat
>> Motors".
>>
>> I run a 605HP 502 CU Rat in my 68 Camaro.
>>
>> Mark Bitterlich
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
>> Sent: Monday, March 17, 2008 22:14
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Doug, anyone, 400hp engines please...
>>
>>
>>> > Sounds like a cage and a wheel are involved.
>>>
>>> F'in big rat!
>>>
>>> Did you know rats can't vomit?
>>
>> Considering what they eat, that is probably to ensure they keep their
>> lunch down.
>>
>> And I am still interested in a "rat motor".
>>
>> --
>> Brian Lloyd 3191 Western Drive
>> brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
>> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>>
>> I fly because it releases my mind from the tyranny of petty things . . .
>> - Antoine de Saint-Exupry
>>
>> PGP key ID: 12095C52A32A1B6C
>> PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 14
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Question for the engine experts and the group that operate at SL - I operate
at density alt of 8000ft+.
What manifold pressures are you seeing? Today I was getting 600 max when
doing aeros. 82%.
I would like a PF and my logic says that irrespective of new TBO requirement
surely at my altitudes and hence reduced power the motor life should be
extended. I.e., at my altitudes, a M14PF would make the same or less power
as a M14P operated from S/L base?
Message 15
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All folks flying into Lakeland for Sun 'n Fun should plan on working around a Monday
April 7th TFR from 1040 to 1150 hours....or whenever the Thunderbirds can
make it. During the Thursday through Sunday airshows there will be a TFR window
for the T-birds and other Military hardware to display. Times vary and are
subject to change. Hurry up and wait.
Craig Payne
Message 16
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Doug:
The Air Victoria mod (well known) requires some wing rib mods and adds the extra
capacity you are looking for.
Fuel bladders can get you to 60 gallons. They are bladders and will need maintenance
and replacement somewhere down the road. Some installations for bladders
also includes fuel tank vent shut-offs so you can more evenly burn fuel on
XC flights.
Barry Hancock at Worldwide Warbirds has developed a set of hard tanks that will
get you 60 gallons total (well, it may be 59.5 but close enough). The first
set is being fabricated right now for installation in my CJ. It requires less
wing mods that the Air Victoria mod and does not have the issues with bladders.
The tanks will be welded next week and ready for install right after that. You
can contact Barry at 909-606-4444 for more info.
Craig
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=171630#171630
Message 17
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| Subject: | M14P fuel grade requirement |
What is the official fuel-grade requirement for the M14P? Is is 80/87,
93/96, or 100?
Is it any different for the M14PF? I would think it would be as the
boost is higher.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 18
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| Subject: | Re: M14P fuel grade requirement |
M14P 91/96
Sent via BlackBerry by AT&T
-----Original Message-----
From: Brian Lloyd <brian-1927@lloyd.com>
To:yak-list@matronics.com
Subject: Yak-List: M14P fuel grade requirement
What is the official fuel-grade requirement for the M14P? Is is 80/87,
93/96, or 100?
Is it any different for the M14PF? I would think it would be as the
boost is higher.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
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