2 cylinder engines

To pick up on the 2 cylinder engine discussion, for those that might
be interested, I have been test flying a direct drive, v-twin Generac
industrial engine (generators, weed cutters, etc), with 38 peak hp, on
my Thunder Gull. There are others flying with re-drive versions, as
well as some Briggs, Kohler and Honda efforts too. All this is
discussed on http://groups.yahoo.com/group/Small4-strokeEngines/.

I did a series of reports on my development and testing there. Search
thru the old messages on "Generac" for my reports. Sorry, I don't want
to repeat any of that here, so I am back to lurk mode.

Regards,
Jerry Booker

On Feb 1, 6:25*pm, wrote:
To pick up on the 2 cylinder engine discussion, for those that might
be interested, I have been test flying a direct drive, v-twin Generac
industrial engine (generators, weed cutters, etc), with 38 peak hp, on
my Thunder Gull. There are others flying with re-drive versions, as
well as some Briggs, Kohler and Honda efforts too. All this is
discussed onhttp://groups.yahoo.com/group/Small4-strokeEngines/.

I did a series of reports on my development and testing there. Search
thru the old messages on "Generac" for my reports. Sorry, I don't want
to repeat any of that here, so I am back to lurk mode.

Regards,
Jerry Booker

I am in the middle of a Generac fiasco now. A homeowner I built a
house for installed a Generac generator and it has an intake fire
every time it tries to start... Not a good thing for sure. I have a
video and am going to post it on YouTube soon. If I am not wrong the
Generac unit uses a Vanguard engine, basically a top of the line
Briggs & Stratton motor... They seem kinda heavy for aircraft use
though... JMHO...

On Fri, 1 Feb 2008 18:08:24 -0800 (PST), stol
wrote:

On Feb 1, 6:25*pm, wrote:
To pick up on the 2 cylinder engine discussion, for those that might
be interested, I have been test flying a direct drive, v-twin Generac
industrial engine (generators, weed cutters, etc), with 38 peak hp, on
my Thunder Gull. There are others flying with re-drive versions, as
well as some Briggs, Kohler and Honda efforts too. All this is
discussed onhttp://groups.yahoo.com/group/Small4-strokeEngines/.

I did a series of reports on my development and testing there. Search
thru the old messages on "Generac" for my reports. Sorry, I don't want
to repeat any of that here, so I am back to lurk mode.

Regards,
Jerry Booker

I am in the middle of a Generac fiasco now. A homeowner I built a
house for installed a Generac generator and it has an intake fire
every time it tries to start... Not a good thing for sure. I have a
video and am going to post it on YouTube soon. If I am not wrong the
Generac unit uses a Vanguard engine, basically a top of the line
Briggs & Stratton motor... They seem kinda heavy for aircraft use
though... JMHO...

most of the V engines are around 90 lbs.
the Briggs 'n Stratton Vanguard is evidently around 70lb.

most of the V engines are around 90 lbs.
the Briggs 'n Stratton Vanguard is evidently around 70lb.

It's 125 lb. Not light at all. See
http://www.commercialpower.com/displ...sp?docid=80498

Dan

On Sat, 2 Feb 2008 09:48:49 -0800 (PST),
wrote:

most of the V engines are around 90 lbs.
the Briggs 'n Stratton Vanguard is evidently around 70lb.

It's 125 lb. Not light at all. See
http://www.commercialpower.com/displ...sp?docid=80498

Dan


have a look on the luciole site that phillip vesaire posted and note
the slight difference between the stock engine and all its
accessories, and the engine as mounted in flying condition. I wouldnt
have believed 50 lb difference but it seems to be.

wrote in message
...
most of the V engines are around 90 lbs.
the Briggs 'n Stratton Vanguard is evidently around 70lb.

It's 125 lb. Not light at all. See
http://www.commercialpower.com/displ...sp?docid=80498

Dan

Yeah, something changed while I wasn't paying attention.

Up through 28 or 29 horsepower was in that lower range of weights, IIRC.
However, everything above 23 hp appears to now be part of their "big block"
series, which is around 125 pounds for the air cooled version. There is
also a liqued cooled version, which is even heavier.

While the "rest of the story" is probably interesting, your point is well
taken.

BTW, the 23 hp Briggs engine (like the 20 hp Kohler engine) is still in the
weight range that we remembered--although there does not appear to be any
advantage in horsepower per pound.

Peter

My 38 peak hp Generac, stripped for flying and direct drive, weighs
about 79 pounds dry. It stays plenty cool installed as a free-air
cooled pusher on my Thunder Gull. Valley Engineering is working on a
version that they think will be about 70 pounds.

A few years ago a man of my acquaintance picked up a BMW opposed twin
motorcycle engine, and was building an airplane around it. This was
his third homebuilt, so he had a proven track record - and his work
was top notch. The design was a pusher configuration - a descendant of
his original, which was a Titan Tornado. The engine was new, or nearly
so. I expect that the project was a success - but I moved before it
was finished, so don't know how it turned out.

David Johnson

"Dave" wrote in message
...
A few years ago a man of my acquaintance picked up a BMW opposed twin
motorcycle engine, and was building an airplane around it.

The wonderful irony is that the original BMW twin was built as an airplane
engine, and then someone thought of trying one in a motorcycle.

Vaughn ('65 BMW R60)

and then back again
http://www.takeoff-ul.de/motoren.html



"Vaughn Simon" schrieb im Newsbeitrag
...

"Dave" wrote in message
...
A few years ago a man of my acquaintance picked up a BMW opposed twin
motorcycle engine, and was building an airplane around it.

The wonderful irony is that the original BMW twin was built as an
airplane engine, and then someone thought of trying one in a motorcycle.

Vaughn ('65 BMW R60)