On Saturday, May 4, 1996 12:30:00 PM UTC+5:30, Gregory R. TRAVIS wrote:
In what one can only imagine was an editorial gaffe of epic proportions
( ;-) ), this month's _Sport Aviation_ reports the following:

"The Continental IO-550G (Venture engine) was certified at
280 hp using 2500 rpm. The engine had tuned induction (top
of engine) [This is the Continental factory tuned induction - GRT]
and neutral exhaust (8" stubs out the bottom of the cylinder).

The calibrated test engine delivered 284 hp and 0.375 bsfc.
This same engine was fitted with a tuned/muffled exhaust
and delivered 302 hp, .365 bsfc, and peaked all EGT's [sic]
within 1% fuel flow during lean out."

[May 1996, p. 81, "EPG III" ]

Can they really be saying that:

1) A stock factory engine actually delivered 4 more horsepower than
it was rated for?

2) That stock factory BSFCs for the IO-550 are around 0.375?

3) That with relatively minor modifications (confined to the
EXHAUST system!) the factory engine produced 22 hp more
than its certification called for (and 8 more than legally
allowed for by law for a certified 280 hp engine)?

4) That with the same exhaust modifications, the engine got into
the CI-engine (diesel) threatening 0.365 bsfc range?

But what about the pistons the size of dinner plates? Where are the
four valves per cylinder? How about the dual overhead cams? The
electronic sequential multiport fuel injection?

It's just not that easy to believe that a two-valve, six cylinder, 550CID
engine with a single cam and pushrod activated vales can deliver that
kind of performance with a mechanical continuous fuel injection system
and magnetos. Is it?

greg

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