Message: 12 List-Post: krnet@list.krnet.org Date: Fri, 27 Jan 2006 18:44:52 -0500 From: "jeffyor...@qx.net" <jeffyor...@qx.net> Subject: RE: KR> Engine Options To: kr...@mylist.net Message-ID: <235079c197ab45d186e031b77ed0fbec.jeffyor...@qx.net> Content-Type: text/plain; charset=utf-8
I am always curious about engine options even though I have a Great Plains 2180 that I am very happy with and especially Steve and Linda Bennet and the great support they have. Anyway, What kind of weight, HP and torque power band do these Geo motors have? How about history, there seems to be a lot of crank issues with some of the other engines lately. Jeff York N839BG KR-2 flying ------- Original Message ------- >From : Brian Kraut[mailto:brian.kr...@engalt.com] Sent : 1/27/2006 1:24:20 AM To : kr...@mylist.net Cc : Subject : RE: KR> Engine Options I know a guy running a Geo in a beautiful Jenny replica. It is very narrow >and has a great sound to it. > >Brian Kraut >Engineering Alternatives, Inc. >www.engalt.com > >-----Original Message----- >From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On <mailto:krnet-boun...@mylist.net%5dOn> >Behalf Of curry >Sent: Thursday, January 26, 2006 1:35 PM >To: kr...@mylist.net >Subject: KR> Engine Options > > >anyone know someone running a geo in anything...would like to get some first >hand talk on the subject My name is Ed and I joined your wonderful list about a month ago to lurk and to learn of the experiences your community has seen of the Corvair engine. I've had a number of start/stops in building an airplane and I am just getting to the point of engine selection for a Zenair 601 XL. I'd like to congratulate the members of this list for the excellent information they share so willingly and for the terrific attitude that shows through in every post. I spent fifteen + years of my adult life living in Huntington Beach, CA, about three miles from RR's 'office', and spent many hours just hanging out there. I've always had a love affair with the KR, but like many of the dreams men have regarding 'uber-women', decided that the KR was just too much for me but I still enjoy reading of your affections and experiences with your craft. I had at one time hoped to run a Geo engine in a 601 HD or HDS. There were about three(I think) that actually made it into that airframe (the frame is the same for either the HD or HDS, HDS being a shortened 'speed wing', outer wings actually interchangeable with adjustment to CG). I had a significant amount of correspondence/phone calls with a gentleman in Canada about his reduction drive and received the literature and a video as well. The original three cylinder engine out of the ?Geo Metro? was the popular engine, lighter weight and higher HP, but the movement started to look at the 4 cylinder/4 stroke single OH cam water cooled 100 HP California engine that was not significantly heavier and showed promise of even more power after removal of HP limiting smog attachments. I also spoke at length to a Reduction Drive outfit in Colorado, I believe 'Raven Redrives'. As I was way ahead of myself in actually needing the engine, I did my normal thing of acquiring it way too soon with less than 1500 actual miles on it. It still resides in my garage. I've continued to buy the Geo Tracker as a reasonably priced highly reliable 4 wheel drive vehicle for coping with my locale in the northern California Sierra mountains and someday will install it in my 96 Geo Tracker. I just haven't been able to wear out my original engine, smog and all. A few months passed and I heard of the crash of one of the 4 cylinder Geo/Suzuki equipped 601s in Canada. This was followed within a short time by a second crash of another 601, again Canadian. The founder of the Zenair Company for those who might not be familiar with the planes is Chris Heintz, and since he resided and sold out of Canada, many 601s were flying there. I lost interest about that time, and never totally explored the reasons for the crashes, but heard that they had to do NOT because of engine/crank failure, but adaptation/mounting, 'thrust line' problems and the resultant instability of the flight characteristics. I have absolutely NO aeronautical background whatsoever, but the engine itself appears to be rock solid, and fuel injected(manifold), and a high rev engine that could run all day at 6000+ RPM (in an automobile). I believe the reduction unit was designed to use the engine in the 4800-5200 RPM range to maximize HP/torque curve. It has been many years (8-9?) since I had this Geo interest and my memory is not anywhere near what it should be, so please take this as it is offered. There may be many others out there who have greater and more accurate info re: these engines, but I felt I wanted to offer my information as sparse as it may be. Good luck to you, and my congratulations on your great community. The KR lives in my heart. Ed Gmerek, Volcano, CA
