It would be interesting to talk about our engines
So far I think there are only two questions: 1) Why we would recommend a better drive unit if it is available and 2) What is better / different about the new drive.
1) We are morally obligated to suggest that a part should be updated if a better one is available. As you are all aware, the reduction drive is the single most important part of an auto conversion engine. Two of the several hundred earlier drives have failed so far. That is enough and we feel that it is now irresponsible not to change to the new and stronger unit. We offer these units at our cost. If anyone feel that we somehow should "give" these away, you are not being realistic and there would be no more auto conversion engines from Eggenfellner. These are in fact experimental engines and will need updates at times. A rational being would be exited to know that an improved part is available to increase flight safety.
2) The new drive unit is our second production drive. It is based on the earlier G1 and G2 (same drive with minor changes) but has the advantage of 20 years of improvements. From inspecting G1/G2 drives up through the years, we learned what parts would wear faster than others. This new drive has additional bearing support, stronger housings, larger shafts and an increased drive ratio. It also has a built in oil separator for the venting, larger fill and drain ports, a high temperature,. oil level, sight glass, Viton oil seals and a more universal propeller hub.
Some other things to mention:
Our engines operate quite well (see the latest video of Don Russel on our webs NEWS page) as many 500-1000 hr airplanes can prove. Someone, obviously not at all in tune with how far auto conversion engines for aircraft, has come, mentioned earlier that he tought a handful was flying
These engines are at airports all over the US and around the world, flying in Australia, Africa, Germany, Norway, The Netherlands, Russia, Lithuania, New Sealand, Taiwan, Finland, Portugal, Danmark, France and a lot of other countries. I think it is important for you all to realize that what we build has been working for a long time and that there are more of these engines than you might realize. Also, I feel that the recent engine packages are at a level where we can be truly proud of our accomplishements. Not only are the E-6 packages mechanically sound, they also have very nice PDF installation manuals, new custom cowlings for max cooling, very nice look, professional wire looms, a new and custom programmed ECU and a competitive price. And lastly, if anyone is an engineer that has to prove his formulas for everyone to see, I am not interested in "sparring" with you. I am already sure that you are much better than me
My 4 year degree (1990) was in flying, business, aviation technology and constantly working on my 1979 VW camper bus engine. (College home)
Jan