Ethanol power

TShort · #1 07-27-2006, 05:02 AM

I read this thread and watched most of the video:
http://www.vansairforce.com/communit...hlight=ethanol
Interesting stuff.

Has anyone seen the fleet of RV-3s and the -8 that are at OSH and fly on ethanol? They are running injected lycomings and powered by ethanol. Just NE of Aeroshell square. Only got to talk to them briefly, but it sounds like things are going well.

It is reassuring to know that even if 100LL goes away some of our current engines will run on ethanol. Just think ... if the hangar fridge is out of beer, you could just sump a little "fuel" from the plane after the flight instead!

Thomas

prkaye · #2 07-27-2006, 08:06 AM

>> They are running injected lycomings and powered by ethanol.

Very cool... do these engines have to be modified in any way to run on ethanol?

TShort · #3 07-27-2006, 08:31 AM

I only talked to them briefly as they were pushing the planes in after landing on Monday ... he said it is only a minor mod to the fuel injector system (servo) and that's it.
They were nice looking RV's, too - four RV-3's (two with wing tanks and two with bulkhead tanks) and an RV-8.
Hopefully someone else will get a chance to get more info. I'm surprised they have not been publicizing them more.

Thomas

prkaye · #4 07-27-2006, 08:34 AM

where do they get their ethanol?

After the modification, do you know if the engines can still use 100LL, or will they then run ethanol only?

TShort · #5 07-27-2006, 08:50 AM

Dunno the answer to either.
I have a buddy who is still at OSH - I'll call him and ask him to stop by and ask some questions.

T.

Low Pass · #6 07-27-2006, 09:04 AM

The BIG problem to me is the loss of range/energy density issue. About 40% less BTU's/gallon. But then again, if I had ADM payrolling me and my plane, I might change my mind.

TShort · #7 07-27-2006, 09:15 AM

I agree. I don't plan on using it in the near future.
But, if 100LL is gone, at least I know my engine will be usable.

T.

prkaye · #8 07-27-2006, 09:23 AM

A consideration for me, and other builders who aren't at the engine stage, is looking down the road. When the time comes, I might want to make my engine choice carefully so that down the road I could convert to an alternative fuel as painlessly as possible. For example, maybe fuel injection is a better option in this regard? Other considerations? O-235 vs O-320 ??

N941WR · #9 07-27-2006, 09:35 AM

Quote:

Originally Posted by prkaye

A consideration for me, and other builders who aren't at the engine stage, is looking down the road. When the time comes, I might want to make my engine choice carefully so that down the road I could convert to an alternative fuel as painlessly as possible. For example, maybe fuel injection is a better option in this regard? Other considerations? O-235 vs O-320 ??

Phil,

The O-235 is a "high compression" engine and requires 100LL. Some of the O-320's are "low compression" and can run on 80 octane or higher. Meaning you can run regular unleaded (87 octane) or better.

I have heard that some of the new "high compression" engines can run on premium unleaded (93 octane) but you will need to check with your engine manufacture.

The carb vs. fuel injection might be an issue, I don't really know. Either way, FI can be fitted to any of the Lycomings.

FWIW, my O-290-D2 has a 7.5 to 1 compression ratio and can run 80 octane or better and, unlike other Lycomings, the timing is 18 degrees BTC.

prkaye · #10 07-27-2006, 09:47 AM

Thanks for that information... I know very little about engines (haven't read that Bingeles book yet).

>> Some of the O-320's are "low compression"

Some of them? How can you tell which ones? Can the RV-9A be fitted with any O-320?

>> my O-290-D2 has a 7.5 to 1 compression

Is that a high or low compression? Do you recommend this engine?

>> the timing is 18 degrees BTC

What does this mean?