Corky Scott wrote:

On Wed, 10 Mar 2004 14:29:29 GMT,
(Corky Scott) wrote:


He does have psru's for Chevy V6's and V8's though and I bought all
the things I need for my engine from him. Things like the camshaft,
distributer, alternator and brackets, and the proper sized pulleys to
drive everything. He can still get them.

Clarification: Sorry, this paragraph is confusing. What I meant to
say is that Johnny does not offer the psru for the Ford anymore, but
he does still offer some parts for it. Or at least I was able to get
them from him.

The distributer is machined for him and he installs dual sensors so
that you can run two electronic ignition systems. The distributer is
set up with advance weights so that the engine can be started at zero
degrees BTDC and then advances to it's running timing setting after
the start. This makes for easy starting.

You can buy all kinds of aluminum parts for it (the Chevy) to lighten
it up, but the aluminum heads are competition models and the intake
valves and air passages are designed for max power at high rpm and
they don't adopt

Adopt should be adapt.

very well to moderate output levels. You can also
buy aluminum intake manifolds for it and probably aluminum oil pans
too. It's just that each purchase takes you beyond the cost of the
original engine. I've said this before but if money were no object,
or if I had no mechanical background, I would not be converting an
auto engine. I'd just bite the bullet and spend the $10,000 to
$15,000 it takes to get a reasonable, well maintained Lycoming or
Continental. I still think it's incredible that engines can cost that
much, but they do.

Corky Scott

It looks like you've made the right choices for the type aircraft, and
I'm eager to read about the flight experiences.

Peter