Alternative Engine Real World Experience?

[janeggenfellner]

You can get a brand new shiny Lycoming 540 with roller tappets for $39,000.

The "Complete 3.0 200 hp 6 cylinder firewall package" from Eggenfellner is $35,000, so at first blush we're talking $4,000 difference.

You can buy our turbo engine for $20,000. The rest is firewall forward stuff. Please price your $39,000 engine WITH all firewall forward items, less prop.

Also, for those that do not enjoy the silky smooth and refined feel of operating the Subaru conversion, you might not find too many advantages of this engine.
Jan

[janeggenfellner]

Granted the Lyc needs an oil cooler, exhaust, electric fuel pump and baffle. Van's firewall kit for the RV-10/IO-540 is $5,910 ($4710 minus the $1,200 prop gov I included above). **Assuming you don't need to buy anything else for the Eggenfellner, than the Lyc total FWF cost is about $7,000 more.

And it is a box of parts. Our engines are fully put together, mounted to the engine mount, muffler, alternator, starter, heater hoses, etc., all installed and ready to hang on the airplane.

** (From Eggs option list)
Hot water heater pkg $595

You need heat in the aircooled engine installation as well.

6-Port Fuel valve $495

All RV's have some sort of fuel valve

High pressure filter $195

All injected engines need them. You can use a $10 automotive as well. The Andair unit is just nice.

E-Cowl with Hardware $1,890
Alternator op (75A v. 35A) $490

35-40A alternator included. 90% get this.

Shipping Creating $1,400

All engines need to be crated and shipped.

We never did say we are the least expencive. We charge just what it takes to stay in business.

Jan

[Jconard]

It is as mandatory as you want to make safety. All earlier drives should be replaced with the better unit.

So the previous drives are perfectly safe and the mandatory grounding was to install a drive which was more perfectly safe??

What am I missing?

[Jconard]

Thanks Kevin,

My flight training was that the engines in use (320 and 360) were rated for TBO at full power, in short you could run them at full rated without concern.

Deakin seems to take that position too. But I have learned that the required certification test does not require it.

I am actually a little more impressed when I heard this:

During the runs at rated takeoff power and for at least 35 hours at rated maximum continuous power, one cylinder must be operated at not less than the limiting temperature, the other cylinders must be operated at a temperature not lower than 50 degrees F. below the limiting temperature, and the oil inlet temperature must be maintained within ?10 degrees F. of the limiting temperature. An engine that is equipped with a propeller shaft must be fitted for the endurance test with a propeller that thrust-loads the engine to the maximum thrust which the engine is designed to resist at each applicable operating condition specified in this section. Each accessory drive and mounting attachment must be loaded. During operation at rated takeoff power and rated maximum continuous power, the load imposed by each accessory used only for an aircraft service must be the limit load specified by the applicant for the engine drive or attachment point.

Wow 490 -500 degrees on all cylinders, with 250 degree oil at the pump, and full thrust load on all the bearings....even though this is only 35 minutes, those are extreme temps and conditions.

What is great is the extreme loading and testing of everything from pumps to propellers.

[janeggenfellner]

It is as mandatory as you want to make safety. All earlier drives should be replaced with the better unit.

So the previous drives are perfectly safe and the mandatory grounding was to install a drive which was more perfectly safe??

What am I missing?

You are missing the fact that two of the earlier drive units failed.

Jan

[gmcjetpilot]

Originally Posted by janeggenfellner

You can buy our turbo engine for $20,000. The rest is firewall forward stuff. Please price your $39,000 engine WITH all firewall forward items, less prop.

Also, for those that do not enjoy the silky smooth and refined feel of operating the Subaru conversion, you might not find too many advantages of this engine. Jan

Sincere apologies Jan, honest mistake, my eyes went cross eyed when I saw the price tag, I corrected my post #10. I used the wrong price for both engines. I concur, the difference is ball park $20k, in favor of the Eggenfellner package v Lyc 540.

[Randy]

Only two failures? What qualifies as a failure? Not to be too nit picky here, but I personnly had what I would call two Gen 2 drive failures, and I know for certain that I am not the only person to have failures.

Perhaps failure needs to be defined?

In my case the input bearings came apart, inside of 25 hrs in operation. In the first case the roller cage basically disintegrated to the point that the roller balls had all gathered up to one side. I caught the second one early since I knew what to listen for and the cage was just starting to break up.

To qualify this, I am running the STI engine and the horsepower is estimated to be well above 200. Jan did announce several times that he felt the STI engine needed to have the Gen 3 drive.

Trying to stay objective here...

[janeggenfellner]

Sincere apologies Jan, honest mistake, my eyes went cross eyed when I saw the price tag, I corrected my post #10. I used the wrong price for both engines. I concur, the difference is ball park $20k, in favor of the Eggenfellner package v Lyc 540.

I don't know what the exact $ figures are but I think picking the engine you want is the least expensive way in the long run, after building for such a long time. As far as performance, comparing the latest 3.6 Turbo to the 540, the 3.6 will be far better for anything above 10,000 feet. The 540 will have more power below this.

Jan

[janeggenfellner]

To qualify this, I am running the STI engine and the horsepower is estimated to be well above 200. Jan did announce several times that he felt the STI engine needed to have the Gen 3 drive.

Trying to stay objective here...

Yes, the STI engine was a special case with only 25 sold. It was the first engine that we said should get the new drive. The recommendation was made early. Randy is right, we know of bearing cage failures but only 2 drives where the airplane had to land without the engine turning the propeller. This is even more unlikely now, with plenty of redundancy throughout the drive. Randy has flown behind each drive and has direct experience with them in flight.

[Jconard]

comparing the latest 3.6 Turbo to the 540, the 3.6 will be far better for anything above 10,000 feet.

What are the performance numbers for the new 3.6 turbo packages, based on your flight testing in an RV-10?