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#81
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Preheating engines: Airplane engines versus auto engines
On Dec 30, 5:56*pm, M wrote:
On Dec 24, 2:42 am, Stealth Pilot I must admit that the dead hand of certification needs to be phased out if there is any prospect of innovation again. the current cosworth *formula1 engines deliver 950hp at 20,000rpm from an engine package smaller in capacity than an O-200. I doubt such a formula 1 engine would have better power to weight ratio if you add the weight of the reduction gear to get the prop tip speed below supersonic. *I also doubt it can match the BSFC of a O-200. People often claim the auto engines are so much better. *I'd like to see an automobile gasoline engine that has 1. better BSFC than an IO-550 at its 75% rated power and 2. better power to weight ratio including the weight of the reduction gear to drive a propeller. http://www.prime-mover.org/Engines/G...ticle2.htmlhas a lot of good info. Deal,,,, Come on out to Jackson Hole Wy and I will demonstrate an auto engine that will prove both of your questions wrong. Ben Haas www.haaspowerair.com |
#82
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Preheating engines: Airplane engines versus auto engines
On Dec 30, 5:27 pm, " wrote:
Deal,,,, Come on out to Jackson Hole Wy and I will demonstrate an auto engine that will prove both of your questions wrong. No need for that. You should simply post your performance data right here. |
#83
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Preheating engines: Airplane engines versus auto engines
On Dec 30, 7:43*pm, M wrote:
On Dec 30, 5:27 pm, " wrote: Deal,,,, Come on out to Jackson Hole Wy and I will demonstrate an auto engine that will prove both of your questions wrong. No need for that. *You should simply post your performance data right here. No need for that, I sell only to the "experimental" plane market. Your are stuck with the "certified" 60 year old technology. I will say I don't think the IO-550 weighs 437 lbs complete with prop. Maybe 600+ lbs... :(. Liquid cooled engines can and will get better BSCF numbers then aircooled ones, it is a fact of life............ Happy New Year all. Ben www.haaspowerair.com |
#84
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Preheating engines: Airplane engines versus auto engines
On Dec 31, 5:51 am, " wrote:
On Dec 30, 7:43 pm, M wrote: On Dec 30, 5:27 pm, " wrote: Deal,,,, Come on out to Jackson Hole Wy and I will demonstrate an auto engine that will prove both of your questions wrong. No need for that. You should simply post your performance data right here. No need for that, I sell only to the "experimental" plane market. Your are stuck with the "certified" 60 year old technology. I will say I don't think the IO-550 weighs 437 lbs complete with prop. Maybe 600+ lbs... :(. Liquid cooled engines can and will get better BSCF numbers then aircooled ones, it is a fact of life............ Yup, because fuel isn't wasted trying to keep the engine cool at high power settings like at takeoff and climb. But it improves too with the variable ignition timing found on auto engines, and frequently they have higher compression, giving more bang per buck without worrying about the detonation common in aircooled big-cylinder engines. And they have sensible, efficient intake systems instead of tight elbows or pipes clamped together with rubber tubes. Dan |
#85
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Preheating engines: Airplane engines versus auto engines
On Dec 31 2007, 4:51 am, " wrote:
On Dec 30, 7:43 pm, M wrote: On Dec 30, 5:27 pm, " wrote: Deal,,,, Come on out to Jackson Hole Wy and I will demonstrate an auto engine that will prove both of your questions wrong. No need for that. You should simply post your performance data right here. No need for that, I sell only to the "experimental" plane market. Y Interesting. I have no doubt that you make nice engines, but being in the experimental market still has objective performance data, like BSFC at cruise power, installed weight, etc. I haven't yet seen your numbers. To say your engine is really light and fuel efficient is like saying my plane is really, really fast. What does it mean? Happy New Year all. Same here. Happy new year all. |
#86
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Preheating engines: Airplane engines versus auto engines
On Jan 1, 4:55*pm, M wrote:
On Dec 31 2007, 4:51 am, " wrote: On Dec 30, 7:43 pm, M wrote: On Dec 30, 5:27 pm, " wrote: Deal,,,, Come on out to Jackson Hole Wy and I will demonstrate an auto engine that will prove both of your questions wrong. No need for that. *You should simply post your performance data right here. No need for that, I sell only to the "experimental" plane market. Y Interesting. *I have no doubt that you make nice engines, but being in the experimental market still has objective performance data, like BSFC at cruise power, installed weight, etc. *I haven't yet seen your numbers. *To say your engine is really light and fuel efficient is like saying my plane is really, really fast. *What does it mean? Happy New Year all. Same here. *Happy new year all. I have already released the installed weight, 437 lbs,,, COMPLETE, with redrive and prop. I could do the bait and switch like Lycoming and Continental does. Their weight is for bare and stripped engines. Like, 0-360 is 287 lbs, oh do ya need a fuel injection system??? that weighs more, oh, da ya need a starter??? that weighs more. Oh do ya need an ignition system??? . And on and on,,,, I helped remove a complete 0-360 with a constant speed prop from a plane a few years back. When I say complete I mean everything it took to get that plane into the air, exhaust system, fuel system, baffles, starter. alternator, yada,yada,yada... The thing weighed 456 lbs, and thats for 180 hp.... I can do more then twice the power for 19 lbs lighter... I am still in testing and my project could kill me on the next flight but I am pretty sure I have it debugged pretty well. In fact I just rolled it back into the hangar about 20 minutes ago after a nice long flight around the Jackson Hole/ Yellowstone area. The terrain is very hostile and probably not the best place to R&D a one of a kind engine but I have alot of confidence in it . Did I mention the cabin heat is Wonderful using the coolant through a heater core, No CO,,,, and it is -8f as I type this. Cabin stays in the 70's. Tailwinds guys.... Ben |
#87
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Preheating engines: Airplane engines versus auto engines
On Dec 30 2007, 5:42 pm, M wrote:
On Dec 25, 8:13 pm, "Roger (K8RI)" wrote: A runup doesn't do squat about removing moisture or acid. It takes a 10 to 15 minute flight of take off and cruise power. I've never seen moisture after that, but I sure have after even a prolonged ground run. 10 to 15 minutes at cruise prower is a reasonable claim. To say it takes at least one hours to heat up the engine enough to boil off water is OWT (which I often hear about). If one thinks a 30 minute cruise flight is too short to get rid of the water, does he reduce power to land? The engine cools off as the plane descends and water starts to accumulate in the oil according to this theory. 10 to 15 minutes in air that is -15 or -20°C won't warm the oil enough to get the water out. If the weather is cold enough, the water may not leave at all. We have that problem here on the Canadian prairies. I wish we had liquid cooling. Closing the throttle on a warmed-up engine isn't the same as a cold engine idling. The pistons and rings are much warmer and the gaps have closed up some. And a windmilling engine generates much less cylinder pressure at idle than it does on the ground, so blowby is less. Dan |
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