RV7Guy
Well Known Member
Who will be the first?
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my Lycon AEIO-360-EXP developed 245 HP at the test cell according to the test cell report....
Vne isn't a limit, but a goal.
...... my Lycon AEIO-360-EXP developed 245 HP at the test cell according to the test cell report....
A cleaned up -8 will exceed VNE in level flight on 210 or less.
It'll also exceed my desire to pay for the fuel flow, Dan!!!!
If you've got enough power to exceed Vne (200 KNOTS) in level flight, you're going to be burning a LOT more than 10 gph. You'll be max power and full rich and probably 20 gph.
My '8 will run about 185 knots at full power down low burning about 15 gph. Up high at 75 percent it'll do 175 on 10 per hour or 165 on 7 gph lean of peak.
Remember that power is an expensive way to make speed. The speed only goes up as the cube root of the power increase.
the most highly evolved naturally aspirated engines on the planet, such as F1 and Nascar Cup engines
I do not know about the PSI of these engines, but as far as sheer horsepower per cubic inch, I do not think the above mentioned engines can come close to a really hot model plane engine.
Here is a link to a review of a Nelson .40, done in 1998.
http://findarticles.com/p/articles/mi_qa3819/is_199812/ai_n8815854/pg_4/?tag=mantle_skin;content
7.7 HP/CU IN is pretty good, and this is not a top of the line "unlimited" racing engine-------IIRC, they are cranking out apx 6 HP from a .40 size engine.
Look at what they're using for fuel though. You want two wings full of 50 gallons of that stuff?!? I get nervous enough having a few pints in the trunk of my car for my little r/c car.
A lot of the HP increase is due to an RPM limit increase....which is why they're pushing the "lighter recip components" bit in the press releases. OK, maybe that's fine for the crank, but what about props?
...and they say everything is bigger in Texas
A cleaned up -8 will exceed VNE in level flight on 210 or less.
What are you using for a case? I didn't think there was enough room for a 4-bolt rod spin inside the case.
Welcome Andrew.
Is there a website where we can view the 408 components and learn more?
Welcome Andrew.
Is there a website where we can view the 408 components and learn more?
I have for your interest uploaded some low resolution pics of the components and the assembly, hopefully this will allow you to see how things have gone together.
Thank you Andrew. Could you tell us about the key component, the crankshaft, from a design engineering perspective? Some things are obvious, some not so much so.
Custom components clearly include crank, rods and pistons. Cylinders too, or are they standard parallel valve cylinders?
Andrew this is very cool stuff. What is your piston speed with that stroke at max rated rpm?
Stock parallel valve cylinders? Andrew, there must be a bit more to this than just a stroke increase.....perhaps valve timing, ignition timing, compression ratio?
Good point, considering the major difference in the angle and parallel valve engines is the ability to flow efficiently at high full RPM. I wonder how well this set up breathes? Of course if it works with parallel valve, why wouldn't angle valve, or even cross flow cylinders work? I think the bolt patterns and major dimensions are the same.
I don't actually have a site up and running for the 408.
The 408 kits will be available soon. We will be make a formal announcement at the Reno racesAndrew, any update on the 408? Are kits available now?
Thanks,
Lower compression version at 218HP: http://xp-series.com/
Yep....as suspected (re-read post 41 above), 230HP requires 10.5:1 compression. Even 8.7:1 is a slight bump from the 'standard" parallel valve 8.5:1.
http://www.xp-series.com/PDF/SAP0041-XP-408AC-Data-Sheet.pdf