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At 09:32 PM 1/27/2005, you wrote:<br>
<blockquote type=cite class=cite cite="">Phoenix2000@phoenixcomm.net
wrote:<br>
<blockquote type=cite class=cite cite=""><br>
I have messed about with a few Corvair Engines in my<br>
back-in-the-day.. Its way heavy and the manifolds are part of the head
casting itself...<br>
Crown Eng in Calif.. did my heads to mount Webers and beter exhaust<br>
systems. They had to mil the old headers (intake & exhaust) off the
head and weld<br>
plates to it. Then it was a $$ in 71 dont know if they still are
there.</blockquote><br>
Not a problem. I have a lathe and mill in the garage and access to every
kind of welding equipment known to man. Average installed weight, with a
starter, more aircraft friendly carb, and alternator is 250#. Yes that's
a bit heavy, but the KR2S is known for being tail heavy and twitchy in
pitch.<br><br>
<blockquote type=cite class=cite cite="">Also you mentioned that you want
to get a custom ground cam.. ok but<br>
car engines make power at HI RMPs<br>
and not LOTS of torque. your motor has to turn over at 1500 rpm
thats<br>
about max for the prop. (but the motor<br>
touque is at much higher rpms good luck</blockquote><br>
For a 52" prop 4500 RPM is still in the realm of efficiency. It's
getting close to transonic by then, especially above 10k feet, but it'll
work. However, the plan is a 4000 RPM redline and 3500 RPM cruise. The
TBI 305 in one of my Camaros has a redline barely over 5000 and I know
peak torque is around 4300 RPM. It weighs a ton and a 52" prop is
just way, way too small unless there were at least 6 blades. A truck cam
can bring the peak torque down to about 3500 (and add 30% to the peak
torque) which would work great. The problem is that a small block Chevy
weighs more than the bare airframe ;) A 250 pound engine set up to make
peak torque between 3500 and 4000 will work great in this particular
plane. It needs nose weight, the crank centerline is very low so it has
to swing a small prop, and the plane doesn't weigh anything (980 pounds
gross).</blockquote><br>
ok sound good but look at some of aluminum block that are / where around,
I dont know how much $$$ you have for this project but if i remember
there is/was a small block buick engine, or the vet and there are
others<br>
In my X-twin i started with a for 3l block from the Torus works great..
especially when you tossed there electronics module, I designed a new
fuel computer of FADEC (<font size=2>Full Authority Digital Engine
Control</font>), Its a small <br>
SBC (single board computer) with Ethernet connectivity, inputs for START,
CRANK, RUN, ALT(pressure), Crank sensor, Mas Air Sensor, Throttle
Position Sensor, O & H20 Temp sensors, intake air temp.<br>
the output are for the Injectors, IACV, HV modules (from modular Ford
engine ). oh yes all of the I/O was electrically isolated from the
computer, by the use of opto couplers (its a led and transistor that used
the light <br>
as the base in a pnp configuration). look at the HP stuff. and for
more isolation & redundancy there are realy two computers with fiber
optic connection to the I/O packages (a small box) in each engine
compartment. <br><br>
<br><br>
I changed all the plumbing to mill spec. All of the injectors
between the head & fuel rail (and that bolted down now, too), the
clip on crap has all been replaced with stuff from my hydraulic shop,
Aeroquip, or Earls will do the job. (I had a aircraft qualified welder to
do the job), and cross drill them(for safety wire of course). After we
where done. It might have been easyer and cheaper just to have milled me
a new alu. fuel rail that was treaded to accept my fuel lines, and
injectors.<br><br>
<br><br>
<blockquote type=cite class=cite cite="">-- <br>
Steve<br>
mysticz28@swbell.net<br>
He who seeks will find, and he who knocks will be let in.<br><br>
<br>
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