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You have changed the topic...
We are discussing your misquoting his web site to prove your point. You asked for another error and I delivered another one. You may want to read the post from me titled : V-8 powered Seabee - a response from Brian Robinson it is a response from the SeaBee Conversation Designer to your first message. He did wish you luck on your northstar conversion as he ruled it out for the SeaBee as begin too complicated. And, in case you don't read it, there are now 3 converted SeaBees flying with more than 1100 trouble free hours between them, with 874 hours on the highest time one. In addition he has just delivered his first conversion to a Murphy Super Rebel customer. Personally, I think you should be so lucky to have as much success with your Northstar project . However if the Northstar's electronics and system become to daunting, you could always purchase a LS-1/6 conversion from Brian as he seems to have the electronics and the systems all worked out. . Rob John Stricker wrote: Why are you disappointed, because someone asks questions?? You disappoint easily then. Having no O2 sensors requires the computer to go into open loop mode. That's not as efficient in cruise. Simple fact. It's now a simple, MAP system. Later he says that he's getting 8.5 IMP/hour at 3200 rpm. We have no way of knowing what HP that's making there, but if it's max at that rpm according to dyno charts that's a BSFC of .318. Guess what? That aint happening. That's better than a very efficient diesel can do. The conversions use of no O2 sensors simply backs up my point that they won't work with 100LL for very long. The published HP figures are GM's own, the developers don't make any claims for any other HP and don't really know what HP the conversion makes. Best guess is they're using a 400 hp auto engine to do slightly better than a 200 hp aviation engine. That being the case, are the Ford and Chevy V6 conversions that came from the factory at about 200 hp really only 100 hp aircraft engines? The fact that these guys made a system that appears to work well for them is commendable. It takes a lot of patience to do that. He's also not putting it in an experimental airframe either, also commendable. You guys fly what you want. Matters not to me. I regret ever having come out of lurk mode and ever bothering to check in on the group. John Stricker "Robert Schieck" wrote in message ... John Stricker wrote: Rob, I found on a different page where he says he had 650+ hours on the LS6 now. His two pages contradict each other, but that's understandable, things happen. My point on this is that if HE wants to experiment and play with it, that's great. It might even be something I might want to try some time. But in the long haul, figuring time, $$, and all factors, an auto conversion should be looked at as just that, something to experiment and play with and not something that's going to save you a ton of money. As to "rest of the error.." your point is??? as you said: Speaking of which.............. They really don't say much about those bells and whistles, do they?? All they say is that the engine uses "multi-port injection" and "computerized electronic 8 coils" ignition. Curious, that's what GM uses on them. Except to make them really run right, in cruise, they have to operate in closed loop mode. To do that, they need a lead free fuel. 100LL will make the O2 sensors last about, oh, 3-4 hours, if you're lucky. What happens if the O2 sensor fails? The ECM goes into open loop mode and you get BSFC of around .500 or so. from the web site: Engine Control System The system I chose is a standard G.M. system. The unit is programmed with the export code for leaded fuel and uses no oxygen sensors. This was to enable me to run 100 octane Low Lead fuel as well as premium unleaded fuel. It also meets the KISS criteria. The emission and VAT codes are suppressed. The computer is stock G.M. After much research and correspondence, the wiring harness was purchased from an after market supplier. This portion of the project was as time consuming as designing the reduction drive. Before undertaking a project like this, it is imperative to purchase the factory (not after market) manuals for the engine and read them thoroughly. You have to decide what is acceptable practice, how you want you're engine management system to work, and have the harness manufactured accordingly. I am not sure how much more detail you want or expected and the issue of the O2 sensor was addressed. disappointed, time to go to private lists where signal to noise ratio is better. Rob |
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