V8 fuel flow

I was reading on a site about someone running a Chevy LS1 that was derated
to 320hp and bone stock that was running 10.9 gal/hr at cruise. Does anyone
have experience with these engines? If it is accurate, that is quite a
savings over Lycoming and Continentals of that HP.

Robert Bates wrote:
I was reading on a site about someone running a Chevy LS1 that was
derated
to 320hp and bone stock that was running 10.9 gal/hr at cruise. Does
anyone
have experience with these engines? If it is accurate, that is quite
a
savings over Lycoming and Continentals of that HP.

My Zenith 801 is running a 347 cu in all aluminum Ford V-8. I detuned
it to about 310 hp to keep the plane from breaking in half and on take
off I am burning 11.8-12.3 an hour. I throttle back to a fuel burn of
6.5 or so for cruise. Remember, on aircooled motors they use 30-40 % of
the fuel just to cool the heads/cylinders. Being liquid cooled we can
shift that cooling demand to our radiators and burn less fuel in the
process.

Ben Haas N801BH

That is impressive! What weight did the engine end up at with the PSRU and
is the engine stock?



"stol" wrote in message
oups.com...

Robert Bates wrote:
I was reading on a site about someone running a Chevy LS1 that was
derated
to 320hp and bone stock that was running 10.9 gal/hr at cruise. Does
anyone
have experience with these engines? If it is accurate, that is quite
a
savings over Lycoming and Continentals of that HP.

My Zenith 801 is running a 347 cu in all aluminum Ford V-8. I detuned
it to about 310 hp to keep the plane from breaking in half and on take
off I am burning 11.8-12.3 an hour. I throttle back to a fuel burn of
6.5 or so for cruise. Remember, on aircooled motors they use 30-40 % of
the fuel just to cool the heads/cylinders. Being liquid cooled we can
shift that cooling demand to our radiators and burn less fuel in the
process.

Ben Haas N801BH

The engine is far from stock. It uses a Ford Motorsports block, cocla
crank. H beam rods, titaniam valves etc. The best stuff one can buy. It
did cost me 12,000+ to build including the redrive but thats far less
expensive then a comparable certified 300 hp motor.If you are a true
motor head you will appreaciate pics of it. here are a few links of the
plane. There are some on Jays, alexisparkinn's site, Beltedairs'site
and www.ch701.com.

http://www.zenithair.com/stolch801/builder-pics/bh2.jpg
http://www.zenithair.com/stolch801/builder-pics/bh1.jpg

Firewallforward weight including a three bladed inflight adj prop is
less then 420 lbs. A little lighter then a fully dressed 0-360Lyc and
twice the power in a detuned state. It is basically a full race sprint
car motor capable of 800+ hp so it is just idleing along,

Ben

Thanks for the links. That is one beautiful engine and the weight is better
than I thought. I'll bet it sounds nice too. I have been leaning toward an
experimental with a V8 since I talked with a friend who ate a sprague gear
on his 421 which lead to a 50k rebuild and six weeks of waiting. Granted, a
520 or 540 is less but still...



"stol" wrote in message
ups.com...
The engine is far from stock. It uses a Ford Motorsports block, cocla
crank. H beam rods, titaniam valves etc. The best stuff one can buy. It
did cost me 12,000+ to build including the redrive but that's far less
expensive then a comparable certified 300 hp motor.If you are a true
motor head you will appreciate pics of it. here are a few links of the
plane. There are some on Jays, alexisparkinn's site, Beltedairs'site
and www.ch701.com.

http://www.zenithair.com/stolch801/builder-pics/bh2.jpg
http://www.zenithair.com/stolch801/builder-pics/bh1.jpg

Firewallforward weight including a three bladed inflight adj prop is
less then 420 lbs. A little lighter then a fully dressed 0-360Lyc and
twice the power in a detuned state. It is basically a full race sprint
car motor capable of 800+ hp so it is just idleing along,

Ben

Robert Bates wrote:
I was reading on a site about someone running a Chevy LS1 that was
derated
to 320hp and bone stock that was running 10.9 gal/hr at cruise. Does
anyone
have experience with these engines? If it is accurate, that is quite
a
savings over Lycoming and Continentals of that HP.

Hi, Robert!
Typically, the SFC of 4-stroke IC engines, liquid or air-cooled, is
0.5lb/hp-hr at best power mixture of about 12.5:1 A-F. Leaned for max
economy this will range from O.45 to 0.38 depending upon the engine.
Those that have 0.38 are very efficient. Some new Continentals or
Lycomings are getting this value leaned for best economy. The 10.9
gal/hr says that this engine, if it's leaned for best economy, is
producing between 148hp and 168hp, or about 50% power. "Cruise" is an
ambiguous designator, and doesn't really convey any information about
the engine's operating parameters! Be careful of these kind of claims!
So to get a good estimate of an engine's full-throttle, max. power
output, divide the fuel flow in gallons/hour by 0.5 then multiply this
by the weight of the fuel, which for av-gas averages about 5.85lb/gal.
Paul

Hi Paul!

Thanks for the formula.


"ELIPPSE" wrote in message
ups.com...

Robert Bates wrote:
I was reading on a site about someone running a Chevy LS1 that was
derated
to 320hp and bone stock that was running 10.9 gal/hr at cruise. Does
anyone
have experience with these engines? If it is accurate, that is quite
a
savings over Lycoming and Continentals of that HP.

Hi, Robert!
Typically, the SFC of 4-stroke IC engines, liquid or air-cooled, is
0.5lb/hp-hr at best power mixture of about 12.5:1 A-F. Leaned for max
economy this will range from O.45 to 0.38 depending upon the engine.
Those that have 0.38 are very efficient. Some new Continentals or
Lycomings are getting this value leaned for best economy. The 10.9
gal/hr says that this engine, if it's leaned for best economy, is
producing between 148hp and 168hp, or about 50% power. "Cruise" is an
ambiguous designator, and doesn't really convey any information about
the engine's operating parameters! Be careful of these kind of claims!
So to get a good estimate of an engine's full-throttle, max. power
output, divide the fuel flow in gallons/hour by 0.5 then multiply this
by the weight of the fuel, which for av-gas averages about 5.85lb/gal.
Paul

"ELIPPSE" wrote in message
ups.com...

Robert Bates wrote:
I was reading on a site about someone running a Chevy LS1 that was
derated
to 320hp and bone stock that was running 10.9 gal/hr at cruise. Does
anyone
have experience with these engines? If it is accurate, that is quite
a
savings over Lycoming and Continentals of that HP.

Hi, Robert!
Typically, the SFC of 4-stroke IC engines, liquid or air-cooled, is
0.5lb/hp-hr at best power mixture of about 12.5:1 A-F. Leaned for max
economy this will range from O.45 to 0.38 depending upon the engine.
Those that have 0.38 are very efficient. Some new Continentals or
Lycomings are getting this value leaned for best economy. The 10.9
gal/hr says that this engine, if it's leaned for best economy, is
producing between 148hp and 168hp, or about 50% power. "Cruise" is an
ambiguous designator, and doesn't really convey any information about
the engine's operating parameters! Be careful of these kind of claims!
So to get a good estimate of an engine's full-throttle, max. power
output, divide the fuel flow in gallons/hour by 0.5 then multiply this
by the weight of the fuel, which for av-gas averages about 5.85lb/gal.
Paul

Hmmmmm... Interesting...

Since I can't seem to get started on a real airplane project, due to
currently living in a condominium (aaarrrggghh!!!) and not being ready to
spend money on both hangar rent and the project, I've been reduced to
*fantasy* airplanes on a doodle pad...

What makes this interesting is: If I assume that I will do everything
practical to aerodynamically clean up the airframe, take full advantage of
the reduced ram air pressure requirement for a liquid cooling system, use a
fixed pitch prop, and still use the age-old formula of 0.2G static thrust to
allow for successful grass field operation; then I end up with a projection
of 50% power at cruising speed and altitude and 100% rpm as configured for
the application.

Therefore, someone using a constant sped prop and the same cruising speed,
which is conservative operation of the engine, should almost exactly match
Elippse's calculated numbers.

With my fixed pitch prop, I would expect slightly poorer fuel flow numbers,
although that alone would never pay for the constant speed prop.

Remember, however, that the example given was for a STOL aircraft where the
constant speed prop is used to gain much greater static thrust (a/k/a runway
acceleration). So long as we both use conservative numbers for maximum rpm,
and well designed drive systems, both engines should be extremely reliable.

Peter

p.s.: My alternative doodles with _standard_ aircraft engines end up
cruising at about 60% of maximum power as configured. That can be raised to
between 65% and 70% by using a smaller diameter prop and higher rpm, as
advocated by Steve Witman and others. That means winding the engine up to
110% to 115% on take off and initial climb.

In article . com,
"stol" wrote:


http://www.zenithair.com/stolch801/builder-pics/bh2.jpg
http://www.zenithair.com/stolch801/builder-pics/bh1.jpg

Firewallforward weight including a three bladed inflight adj prop is
less then 420 lbs. A little lighter then a fully dressed 0-360Lyc and
twice the power in a detuned state. It is basically a full race sprint
car motor capable of 800+ hp so it is just idleing along,


Wow!

Dan Nafe wrote...
"stol" wrote:
Firewallforward weight including a three bladed inflight adj prop is
less then 420 lbs. A little lighter then a fully dressed 0-360Lyc...
[...]

Wow!

Wow is right...what did they have to do to get an
O-360 150 lb over its dry weight to make this comparison?

Dave 'porky' Hyde