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  #31  
Old 12-19-2009, 06:06 PM
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hydroguy2 hydroguy2 is offline
 
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Location: Townsend, Montana
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Quote:
Originally Posted by Andy_RR View Post
...all the "rounding errors" (prices, no mags etc) are always presented here in the Lyclone's favour.

Still, nice engine Brian - was it 100% new and who built it for you?
It's a rebuild and yes built for me. Includes logs, test run(no dyno) and 1yr warranty. Here's a list straight from my invoice:

Lycoming IO-360 180hp base price: $16,900
Add Constant speed option: $500
Add 9:1 pistons: $400
Upgrade to cold-air front inlet sump: $1000
Upgrade to Plane Power Alternator in place of standard: $150
Remove Bendix injection system: <$1000>
Remove magnetos/harness/plugs: <$800>
======================================
Total: $17,150

I purchased a used(test run only) AFP injection system $2150.(i think, may have been $2000)
So that's why I listed $19300.

I also didn't include the New prop govenor (+$1150) or the Emag/Pmag combo(+$1500) that I also have purchased(but not shown)

Anyone else want one, PM me I'll give you details
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  #32  
Old 12-20-2009, 01:26 AM
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loopfuzz loopfuzz is offline
 
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Another fun engine conversation!

So what's this new lycoming technology going to cost me?
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  #33  
Old 12-20-2009, 09:01 AM
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Toobuilder Toobuilder is offline
 
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Quote:
Originally Posted by N941WR View Post
There are two options and here is one from Tracy Crook:
http://www.rotaryaviation.com/eficont.html
That's what I'm talking about! Though that is not the installation that I saw before, it's the same concept. Very interesting that he left the carb installed and functional as a redundant fuel system. I thought about that same concept some time ago, so I'm glad it works. In theory, you fly around with the mixture in cutoff as long as the EFI is working; and the carb functions as a simple throttle valve only. In the unlikely event the computer goes Tango Uniform, you push the mixture knob in and you are flying with a standard carb again.

What would be nice as a refinement is to add a knock sensor for ignition timing control and an oxygen sensor to really refine the mixture. Unfortunately air cooled engines are too noisy to allow a knock sensor to function, and the oxygen sensor would not like a steady diet of 100LL, so true closed loop operation is going to be hard. On the plus side, a software map can be developed to accommodate any atmospheric condition that will be encountered, so you don't suffer any real loss by running open loop.

The number of "software tuners" in the automotive world is huge - they have replaced the tuneup and speed shops of the "good old days". I think if we get that expertise to turn their attention to our aircraft engines, we'd really have something. I'm all for alternative engines, but there does not seem to be any yet developed that can produce 100% power all day long like a Lycosaurus. Seems to me that melding the brute strength of an aircraft engine with the sophisticated brain of the automotive world is the way to go.
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1940 Taylorcraft BL-65
1984 L39C
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  #34  
Old 12-20-2009, 03:19 PM
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Geico266 Geico266 is offline
 
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Quote:
Originally Posted by Mel View Post
The "computer" part shouldn't be a problem. They'll just use "Vista".
We're doomed.
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  #35  
Old 12-20-2009, 03:43 PM
Paul Thomas Paul Thomas is offline
 
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I wonder if it will run LOP; I like the ability to "tune" my engine on the go. I want to retain the ability to control the prop.
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  #36  
Old 12-20-2009, 05:30 PM
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airguy airguy is offline
 
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Quote:
Originally Posted by loopfuzz View Post
Another fun engine conversation!

So what's this new lycoming technology going to cost me?
It's a Lycoming. If you have to ask, you can't afford it.
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N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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  #37  
Old 12-20-2009, 05:52 PM
MattSR MattSR is offline
 
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Location: YSCN, Sydney, NSW
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Quote:
Originally Posted by Paul Thomas View Post
I wonder if it will run LOP; I like the ability to "tune" my engine on the go. I want to retain the ability to control the prop.
If it truly does run on unleaded, there's a good chance it will have closed loop fuel injection with wideband lambda control which can automatically goto LOP under cruise conditions

All modern EFI cars do this, so theres no reaosn Lyc can't do it too.
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  #38  
Old 12-20-2009, 06:49 PM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by MattSR View Post
...All modern EFI cars do this, so theres no reaosn Lyc can't do it too.
Other than lead tends to foul the O2 sensor, which is why you don't want to run 100LL in your car. We have done some testing and found that the narrow band sensors will last a few hundred hours, less than that for the wide band sensors. It makes me wonder how they got around this issue.
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www.repucci.com/bill/baf.html
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  #39  
Old 12-20-2009, 08:47 PM
breister breister is offline
 
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Location: Atlanta, GA
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Quote:
Originally Posted by N941WR View Post
Other than lead tends to foul the O2 sensor, which is why you don't want to run 100LL in your car. We have done some testing and found that the narrow band sensors will last a few hundred hours, less than that for the wide band sensors. It makes me wonder how they got around this issue.
They probably require replacement of the sensors at each 100 hr inspection...

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  #40  
Old 12-20-2009, 09:59 PM
MattSR MattSR is offline
 
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Location: YSCN, Sydney, NSW
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Quote:
Originally Posted by N941WR View Post
Other than lead tends to foul the O2 sensor, which is why you don't want to run 100LL in your car. We have done some testing and found that the narrow band sensors will last a few hundred hours, less than that for the wide band sensors. It makes me wonder how they got around this issue.
Hence why I started with "If it truly does run on unleaded" as the original poster suggested.. Also makes me wonder if catalytic converters will be required for ULP running too..

I believe the Bosch widebands last around 100 hours with leaded which fits in with breister's comment
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