Ron, Actually, The more I read, the more I am "sold" on the TT-2000 and the TT-2200 with the reduction drive. The big selling point for me is less chance of a crank failure/ more efficent prop. Will the tt-2000 fit my Great planes motor mount? What are the listed prices?
Dann Johnson, Thompson, Iowa PS. http://www.homebuilt-aviation.com/components.htm The point that Scott was making about the Type I VW ? HMMM : It looks to me like the web page below says Type I . http://usa.vw-engines.com/ Cut and paste from that web page. " PSRU Drive "Texas Twister 1800" This engine based on the type 1 VW engine produces an incredible 200ft lb + Torque and with 85 Horsepower driven through our Helical Gear Drive will surely give your Aircraft what it needs up front. Double Angular contact Thrust Races ensure Propeller Forces are adequately isolated from the crankshaft Oil Cooler Included with every Engine. Factory Tested on 100 LL prior to shipment. Weight 85 kg" --- krnet-requ...@mylist.net wrote: Scott, Ron Slender asked me to post this regarding the wording on his web page. Scott, Looking at the article written on our web site it does say type 4 not type 1 as mentioned by yourself. (Type 1V shown as roman numerals ) We say in that article that 100 hp and 200 ft lb + of torque is what you need up front. If it were wrong I would change it but it isn`t. The KR was designed for a 60 hp vw direct drive engine. The aircraft now is being fitted with nearly twice capacity engines of various manufacturers and yet the prop diameters are restricted to the original design of undercarriage. Why???? Those that do increase prop diameter end up with a more efficient airplane. It is then a matter of matching performance with diameter and pitch. There is no advantage using our 100 hp gear drive engine in a KR unless you can swing a 60 inch diameter prop.The advantages then would be a much shorter take off run, most likely significantly better climb out and probably a more economical cruise mode due to higher prop efficiency attained by being able to use a more efficient diameter propeller. Gear driving an engine optimises a unique condition allowing the engine to reach maximum power and yet deliver more efficient propeller rpm. It gets better too, NO prop forces acting directly to a crankshaft, no thrust forces acting on the crankshaft in unison to prop and power loading and an engine that is designed to run at an rpm range as accustomed as were in a car. Individual aircraft operation is what the pilot enjoys. Most who own one want optimum cruise against fuel economy and the cruise is set accordingly. Those that want to light up the sky can do that too. An RG TT 2200 EFI running a 60 X 70 inch pitch prop would most likely do that too in a KR2. Ron Slender --------------- Phil Matheson
