Chevy's - Page 3

Jess Meyers · #21 08-14-2006, 07:00 AM

Dan, the prop people are very busy getting the package together, At present it might be 6 months or so. As more information is available they will make the word for all to see, we are trying to assure that it will be compatable with all engines. There is also a 4 seater from down under that will be using the chevy set up shortly, mild manners fixed gear 150 or so very reasonable all metal. We have been very busy and will be out of town for the next week and a half, will try to check in once in a while. Fly safe.
jess

Brian Denk · #22 08-14-2006, 01:40 PM

Ooooh you TEASE!!!

Thanks for stopping by, Jess. I've only seen your engine installation on the web and while flying demos overhead at Copperstate a few years ago. I do recall the sound and apparent speed got my attention. Maybe it just sounded fast but I swear you were really hauling the freight that day....faster than any of Van's demonstrators seemed to be showing.

Nice to see you're progressing forward with a HYDRO prop. The prop issue on the automotive engine packages has always given me enough pause to not consider them at all. That might change.

cjensen · #23 08-14-2006, 02:37 PM

This has been an interesting and enlightening thread! Thanks for checkin' in here Jess. Keep us informed!!

cjensen · #24 08-14-2006, 04:09 PM

Jess,

Any info on the Aluminum block? Cost? Weight savings?

gmcjetpilot · #25 08-14-2006, 05:34 PM

Quote:

Originally Posted by cjensen

Jess,

Any info on the Aluminum block? Cost? Weight savings?

Thanks also please, do you have any info? And more info on the hydraylic prop on solid crank/reduction drive. Thanks

RAMPEYBOY · #26 08-14-2006, 07:45 PM

Guys, GM offers the engine block in a couple of aluminum versions. Basically they way about 90 pounds, and cost around $3200. If memory serves, that's a savings of about 70 pounds?? You might find a decent used one on the circle track circuits. There was a race series, I forget which, in the midwest that used them exclusively. I understand that series has been disolved...so there could be some buys out there. The GM aluminum heads require some weird stuff to make 'em work. Brodix however offers a set ($1800) that would be ideal. They use a lot of off the shelf components. The only problem, I think they advertise the peak RPM range is like 4000-7000. That's a little hot. Camshaft selection has a lot to do with this though, so long as port size isn't too far out of hand. I'm convinced it can weigh the same as a Lycoming (or reasonably close) and make more power than an O-360. BUT buy the time you make the mods, buy the aluminum stuff, get it tuned, etc, you could have as much in it as a typical mid time Lycoming costs, and take longer/have more teething problems. I'm a huge fan of this engine, but I'm no engineer...so I'll PROBABLY opt for the vanilla O-320 with FP prop. I figure for an aluminum block/head combo I'd have about $11,000-$12,000 in it including PSRU, mount, radiator, etc. So...why the hassle?

pierre smith · #27 08-15-2006, 05:48 AM

That's it in a nutshell, Rampeyboy.
There are many aftermarket engine/prop combos and it's obviously the ones with the least amount of engineering the user has to do that sell, e.g. Eggenfellner with his FWF setup and now, Belted Air comes close too. In the long run, there is still a lot of extra sorting out to do and as you figured, no savings at the end.

Take your V-6 or Egg to the Bahamas and break down......who do you ask to fix it? Take your Lyc........seewhatamean?

My take on it all.......I wanted to fly quick and easy so I stuck with the known. Others want to tinker and that's O.K. too, what Experimental is all about.

RAMPEYBOY · #28 08-15-2006, 01:22 PM

Oh I hate sounding negative about it. I'd love to run the 4.3, but I want it light, and I want it to be a quick bolt together deal. I get revved up just thinking about the possibilities. Then reality hits me...

rv6ejguy · #29 08-15-2006, 01:49 PM

Quote:

Originally Posted by pierre smith

Take your V-6 or Egg to the Bahamas and break down......who do you ask to fix it? Take your Lyc........seewhatamean?

Well, I'd be wrenching on it myself and get the parts at the Chev or Sube dealer. Not very likely to have an engine problem with one of these. Jess, what kind of engine problems have you had in the last couple decades?

gmcjetpilot · #30 08-15-2006, 08:01 PM

Here we go...

..... more more

Thanks Rampboy for the aluminum head / block explanation. Port size could be less than ideal, but should work with right cam, got it. I am not sure about the HP issue when run down in the needed RPM range for reduction/prop drive, but interesting. Like I said there simple Belt Drive, CARB, POINTS no electronics approach makes lots of sense to me, even as a die-hard Lycoming driver.