If anybody started a war, it was me, and I am sorry for that. I shall shut up now.
Scott --- "Robert L. Stone" <rsto...@hot.rr.com> wrote: > Hay guys, > I did not intend for my question about the > Eggenfellner engine to start > a war so be nice to each other. > > Bob Stone > > > > ----- Original Message ----- > From: "Scott William" <scot...@yahoo.com> > To: "KRnet" <kr...@mylist.net> > Sent: Tuesday, October 18, 2005 7:05 AM > Subject: Re: KR> Eggenfellner engines > > > > I'd sure like to see your research and sources. > Subaru > > stopped producing aircraft after WW2 when it > became > > the Fuji Sangyo Co. Since then, it has > concentrated > > on rally cars and associated races. > > > > (Fast forward) > > > > In 1987, Subaru introduced the XT6 model as a 1988 > > model with the 145 hp 2.7 L flat-six ER27. > > > > > > The SVX engine/model debuted in 1991, targeting > the > > luxury segment, hence the larger engine. The > engine > > specs are as follows: > > Bore x stroke : 96.9mm x 75.0mm > > Engine displacement : 3,318cc > > Compression ratio : 10.0 > > Max. output (hp/rpm) : 230/5,400 > > Max. torque (ft/lb-m/rpm) : 228/4,400 > > > > Those specs are not that of an aircraft engine. > Those > > specs clearly show that it produces torque very > high > > in the RPM range, too high for a prop. The only > way > > this thing was ever an aircraft engine is if the > > stroke was longer, the camshaft different, and the > > intake ports much smaller. > > > > The SVX's EG33 engine was an indirect development > of > > the 2.7 L ER27 flat-6 from the XT6, expanded to > 3,318 > > cc (96.9 mm bore by 75 mm stroke) and equipped > with > > dual overhead camshafts and 4 valves per cylinder. > An > > increase in compression ratio to 10.0:1 brought > power > > to 230 hp (172 kW) at 5,400 rpm and torque to 228 > > ft.lbf (309 Nm) at 4,400 rpm. > > > > > > If you have better information, I'd love to see > > it....and your sources for it. > > > > Scott > > > > > > --- Dan Michaels <dmic...@grantsburgtelcom.net> > wrote: > > > >> I have researched this, and the 6 cylinder subaru > is > >> an horozontally opposed > >> engine same as a Lycoming. It was designed by > subaru > >> for an aircraft. The > >> aircraft did not take off financially so they > >> addapted the engine for a car. > >> Eggenfellner then converted it to an aircraft > >> engine. This is not the same > >> as the 4 cylinder Subaru engine that they used to > >> use. > >> > >> Dan > >> ----- Original Message ----- > >> From: "Scott William" <scot...@yahoo.com> > >> To: "KRnet" <kr...@mylist.net> > >> Sent: Monday, October 17, 2005 7:37 PM > >> Subject: Re: KR> Eggenfellner engines > >> > >> > >> > Dan: > >> > There's a reason Eggenfellner calls them > >> > "conversions". They weren't designed to > >> fly....now or > >> > ever. > >> > > >> > Scott > >> > > >> > --- Dan Michaels <dmic...@grantsburgtelcom.net> > >> wrote: > >> > > >> >> The newest Subaru engine that they are using > is > >> an > >> >> aircraft engine, it was > >> >> designed for this purpose the plane just did > not > >> >> take off. They then put it > >> >> in a car. > >> >> > >> >> Dan > >> >> ----- Original Message ----- > >> >> From: "Scott William" <scot...@yahoo.com> > >> >> To: <brokerpilot9...@earthlink.net>; "KRnet" > >> >> <kr...@mylist.net> > >> >> Sent: Monday, October 17, 2005 6:23 AM > >> >> Subject: Re: KR> Eggenfellner engines > >> >> > >> >> > >> >> > Can I simplify this? > >> >> > > >> >> > Auto engines are engineered to spend 80% of > >> thier > >> >> life > >> >> > at 20% throttle. > >> >> > > >> >> > > >> >> > Airplane engines are engineered to spend 80% > of > >> >> thier > >> >> > life at 85% throttle. > >> >> > > >> >> > > >> >> > See the difference? > >> >> > > >> >> > Now, some auto engines have inherent design > >> >> > charachteristics that bode them well in > >> airplanes. > >> >> The > >> >> > Corvair is one that is superb. As mentioned > >> below, > >> >> the > >> >> > 2100 VW with a good forged steel crank is a > >> good > >> >> > choice, as is the V6 GM motor. > >> >> > > >> >> > As for all the others.....look how they > perform > >> in > >> >> > boats. They don't last long because of the > >> large > >> >> power > >> >> > requirements on them. Hence, you'll never > see a > >> >> two > >> >> > bolt main Chevy 350 in a boat. Or a Subaru, > for > >> >> that > >> >> > matter. > >> >> > > >> >> > > >> >> > Scott > >> >> > > >> >> > --- Colin Rainey > >> <brokerpilot9...@earthlink.net> > >> >> > wrote: > >> >> > > >> >> >> Bob Lester at one time ran a Subaru engine > >> before > >> >> >> changing over to a Corvair. Problems with > the > >> >> >> crankshafts due to the high rpms necessary > to > >> >> >> produce enough power. Read the Auto > Mathbook > >> for > >> >> >> some numbers of projected life expectancy > when > >> >> >> engines are subjected to higher and higher > >> rpms. > >> >> >> The Chevy 350 is 3.48 inches in stroke and > >> will > >> >> >> reach a piston speed that at 6500 rpms will > >> >> stress > >> >> >> the crank 4 times what it is at 5500 rpms > per > >> the > >> >> >> author of the book. Yet by de-stroking > that > >> same > >> >> >> engine as in the Indy cars, it can be > revved > >> to > >> >> >> 11,500 and reach the same piston speeds as > >> 6000 > >> >> >> rpms, bringing the same stress to the > crank. > === message truncated === __________________________________ Yahoo! Music Unlimited Access over 1 million songs. Try it free. http://music.yahoo.com/unlimited/
