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A Simple Auto Engine Conversion
I was thumbing through a catalog from Speedway Motors. They advertise
a magneto-type distributor. Assuming you didn't come across a thrashed race engine with magnetos, couldn't someone put together an engine worthy of aircraft use, by simply 1) ordering an aftermarket engine with fuel injection, such as the chevy "RamJet" crate engine, 2) adding a dry sump lubrication system to it (not too strange addition to high perf cars nowadays), and 3)-adding the magneto from Speedway. Use direct drive to keep the RPM low and reliability high. I doubt that today's hi perf crate engines lack the torque to turn a prop at 1:1. If this is unsafe, specifically why? I know someone could fly within 100 miles of a t-storm and have the static electricity play with the ignition system, but stop a magneto? If you were struck with lightning, your auto-engine might stop, but then your resin might burn and melt, leaving you with some loose fiberglass to negotiate a crash. Point I'm making is, experimental planes near t-storms have bigger probs to worry about, don't they? BTW, that magneto appears to be offered just for big and small block chevy's. Aside from that, the models they carry are "nostalgia engines"...1950 hemis, flat head fords and the like. Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. |
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A Simple Auto Engine Conversion
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A Simple Auto Engine Conversion
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#4
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A Simple Auto Engine Conversion
nope...you'd have a tough time getting fuel injection / dry sump in a
corvair motor too. if you don't mind carbs, and like the 1960s engines, you could also consider a buick aluminum ...in fact, you could look for a shop that specializes in making range rover V8 w/EFI work outside of their OEM environment. range rover was essentially a small aluminum buick v8....but i think it was discontinued around 2000. still, the range rover engine is probably a lot easier to find than the buick version. but you'd probably end up with 33% more weight than the corvair On Aug 25, 8:35*am, Gig 601Xl Builder wrote: wrote: BTW, that magneto appears to be offered just for big and small block chevy's. *Aside from that, the models they carry are "nostalgia engines"...1950 hemis, flat head fords and the like. *Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. Did they have one for the Corvair? |
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A Simple Auto Engine Conversion
On Aug 25, 4:25*am, Philippe wrote:
wrote: Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. * *and you are over the weight of an O-540... But *it will fly -- Volem rien foutre al païs! * * Philippe Vessaire *Ò¿Ó¬ ** Posted fromhttp://www.teranews.com** not if it's an aluminum aftermarket racing block. i don't think GM's ramjet crate engine is offered with aluminum blocks though...but in all honesty, there are a dozen shops that could make an alloy ramjet chevy engine in their sleep. i suspect an alloy chevy small block weighs less than an O-540, and an alloy chevy big block weighs a little more...so you get to choose. i assume you need a radiator, but not a psru. given the output of the big block in the neighborhood of 500hp, maybe it would be fair to compare it's weight/fuel consumption to a TSIO-540 or normally aspirated O-720 or PT6 turboprop. my reason for starting this thread is simple...i've read a lot of "mad scientist/decades of refinement" auto conversion stories...only to see this magneto option in a consumer catalog as a 2 wire bolt in! i realize magnetos are in $18,000-48,000 corporate-sponsored race engines, but then you'd just as well buy a 220hp Franklin for the same money. |
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A Simple Auto Engine Conversion
On Aug 25, 3:48*pm, "
wrote: I was thumbing through a catalog from Speedway Motors. *They advertise a magneto-type distributor. *Assuming you didn't come across a thrashed race engine with magnetos, couldn't someone put together an engine worthy of aircraft use, by simply 1) ordering an aftermarket engine with fuel injection, such as the chevy "RamJet" crate engine, 2) adding a dry sump lubrication system to it (not too strange addition to high perf cars nowadays), and 3)-adding the magneto from Speedway. *Use direct drive to keep the RPM low and reliability high. I doubt that today's hi perf crate engines lack the torque to turn a prop at 1:1. If this is unsafe, specifically why? I know someone could fly within 100 miles of a t-storm and have the static electricity play with the ignition system, but stop a magneto? If you were struck with lightning, your auto-engine might stop, but then your resin might burn and melt, leaving you with some loose fiberglass to negotiate a crash. *Point I'm making is, experimental planes near t-storms have bigger probs to worry about, don't they? BTW, that magneto appears to be offered just for big and small block chevy's. *Aside from that, the models they carry are "nostalgia engines"...1950 hemis, flat head fords and the like. *Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. How about this one: http://www.vertical-aviation.com/press.aspx?pr_id=53 |
#7
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A Simple Auto Engine Conversion
wrote in message ... I was thumbing through a catalog from Speedway Motors. They advertise a magneto-type distributor. Assuming you didn't come across a thrashed race engine with magnetos, couldn't someone put together an engine worthy of aircraft use, by simply 1) ordering an aftermarket engine with fuel injection, such as the chevy "RamJet" crate engine, 2) adding a dry sump lubrication system to it (not too strange addition to high perf cars nowadays), and 3)-adding the magneto from Speedway. Use direct drive to keep the RPM low and reliability high. I doubt that today's hi perf crate engines lack the torque to turn a prop at 1:1. If this is unsafe, specifically why? I know someone could fly within 100 miles of a t-storm and have the static electricity play with the ignition system, but stop a magneto? If you were struck with lightning, your auto-engine might stop, but then your resin might burn and melt, leaving you with some loose fiberglass to negotiate a crash. Point I'm making is, experimental planes near t-storms have bigger probs to worry about, don't they? BTW, that magneto appears to be offered just for big and small block chevy's. Aside from that, the models they carry are "nostalgia engines"...1950 hemis, flat head fords and the like. Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. OEM automotive engines are not usually designed to develop enough horsepower at direct drive RPMs, to justify their finished weight, after including the complete radiator, pump and coolant. Especially when compared to their traditional aircraft counterparts. Selection of an all aluminum small block, with all the lightweight and high strength aftermarket parts can easily begin approaching the cost of a good used aircraft engine, and still leave a lot of engineering to cost money or build time, increase complexity and question reliability. There is also still a question of resale value of the finished aircraft. Lots of factors besides magnetos and dry sump systems. Why do you feel a dry sump is necessary? |
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A Simple Auto Engine Conversion
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#9
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A Simple Auto Engine Conversion
On Aug 24, 9:48*pm, "
wrote: I was thumbing through a catalog from Speedway Motors. *They advertise a magneto-type distributor. *Assuming you didn't come across a thrashed race engine with magnetos, couldn't someone put together an engine worthy of aircraft use, by simply 1) ordering an aftermarket engine with fuel injection, such as the chevy "RamJet" crate engine, 2) adding a dry sump lubrication system to it (not too strange addition to high perf cars nowadays), and 3)-adding the magneto from Speedway. *Use direct drive to keep the RPM low and reliability high. I doubt that today's hi perf crate engines lack the torque to turn a prop at 1:1. If this is unsafe, specifically why? I know someone could fly within 100 miles of a t-storm and have the static electricity play with the ignition system, but stop a magneto? If you were struck with lightning, your auto-engine might stop, but then your resin might burn and melt, leaving you with some loose fiberglass to negotiate a crash. *Point I'm making is, experimental planes near t-storms have bigger probs to worry about, don't they? BTW, that magneto appears to be offered just for big and small block chevy's. *Aside from that, the models they carry are "nostalgia engines"...1950 hemis, flat head fords and the like. *Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. These conversions are done all the time.. All it takes is alot of work... But that is what homebuilding is all about right ? Ben www.haaspowerair.com Watch this video too. http://video.google.com/videoplay?do...50730841&hl=en |
#10
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A Simple Auto Engine Conversion
a dry sump isn't absolutely necessary...neither is fuel
injection....neither is a magneto. just a good way to hedge your bets. say your're in the mountains, it's stormy, and you have turbulence. no matter what Gs or static you are subjected to, the engine would get a steady supply of oil, fuel and electricity. i know resale value is diminished and the public perception is not good. i'm just trying to understand the specific technical reasons why. all i hear is that 1-auto engines MUST have psru and 2-therefore turn high/spooky rpm continuously. then i fail to hear of any case where a conversion project stumbles for lack of a psru. everyone who dares to run direct is glad, and most of us agree there is nothing scary about driving all day, every day, at 2900 rpm with a car engine. you won't get 100% hp, but a camshaft and dual plane intake change could help with that. the rotaries need a lot of rpm to make decent power. so much that the propeller is spinning too fast. i'm aware of this, but the plug and ply magnetos i'm referring to are not avail for rotaries. maybe aircraft engines have dual spark plugs...each cylinder fed by two independent magnetos..is that the case? is that the safety measure lacking in auto conversions? aside from the "psru myth", the dual plugs are all i can think of. On Aug 25, 9:13*pm, "Ramsey" @##@.^net wrote: wrote in message ... I was thumbing through a catalog from Speedway Motors. *They advertise a magneto-type distributor. *Assuming you didn't come across a thrashed race engine with magnetos, couldn't someone put together an engine worthy of aircraft use, by simply 1) ordering an aftermarket engine with fuel injection, such as the chevy "RamJet" crate engine, 2) adding a dry sump lubrication system to it (not too strange addition to high perf cars nowadays), and 3)-adding the magneto from Speedway. *Use direct drive to keep the RPM low and reliability high. I doubt that today's hi perf crate engines lack the torque to turn a prop at 1:1. If this is unsafe, specifically why? I know someone could fly within 100 miles of a t-storm and have the static electricity play with the ignition system, but stop a magneto? If you were struck with lightning, your auto-engine might stop, but then your resin might burn and melt, leaving you with some loose fiberglass to negotiate a crash. *Point I'm making is, experimental planes near t-storms have bigger probs to worry about, don't they? BTW, that magneto appears to be offered just for big and small block chevy's. *Aside from that, the models they carry are "nostalgia engines"...1950 hemis, flat head fords and the like. *Another caveat: they cost $1100...but even with that and a $1200 dry sump system, we are still way under the cost of an O-540. OEM automotive engines are not usually designed to develop enough horsepower at direct drive RPMs, to justify their finished weight, after including the complete radiator, pump and coolant. Especially when compared to their traditional aircraft counterparts. Selection of an all aluminum small block, with all the lightweight and high strength aftermarket parts can easily begin approaching the cost of a good used aircraft engine, and still leave a lot of engineering to cost money or build time, increase complexity and question reliability. There is also still a question of resale value of the finished aircraft. Lots of factors besides magnetos and dry sump systems. Why do you feel a dry sump is necessary?- Hide quoted text - - Show quoted text - |
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