KR> 0=200 rpm limit

The greatest load on an engine is at TDC on the exhaust stroke, believe it or not, and the load is tensile. The 0200 is a relatively large capacity engine with just four cylinders which means the pistons are large and heavy which means large tensile loads. The load is squared with the increase

KR> 0=200 rpm limit

Something to remember is that Continental also made a GO-300 that uses the same rods and bearings, and a slightly different piston. ?Same compression, not really any beefier, but turns 3100 or 3200 RPMs. ?They are also a 1200 hour TBO, just for comparisons sake, and often times don't make that.

KR> 0=200 rpm limit

One of the measures Road & Track used to publish (and maybe they still do) is 'piston feet per mile' referring to how much travel the pistons went at a given RPM in top gear for a mile of distance travelled. Maybe piston feet per hour would be a good measure for any engine used in an aviation mo

KR> [SPAM]Re: Interesting info, Corvair torque

Hi Jeff, my system bounced your URL. Do you know of any issues with the site? Paul. -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott Sent: Monday, 6 May 2013 11:19 AM To: KRnet Subject: [SPAM]Re: KR> Interesting info, Corvair torque to change

KR> 0=200 rpm limit

what happened to all the planes that used to be parked along the highway? for that matter where's all the planes next to the hangars... any hangars open / for sale? On 5/6/2013 5:11 PM, Jeff Scott wrote: > Something to remember is that Continental also made a GO-300 that uses the > same rods and

KR> 0=200 rpm limit

At 01:49 PM 5/6/2013, you wrote: >For the 0-200 what IS the limiting factor for rpm? With most road engines >it's valve float. >Thoughts? I've always heard it was valve float. Crank them up till you can't get any more rpm and they

KR> 0-200

>One thing about the O-200 is planes like the KR is that you really >need to run them > up around 3,200 RPM or more to get the most out of them. ++ Brian is correct that to get the most HP from the 0-200 you can run it at 3000+ RP

KR> now Pmag

I hope you will report back on your experience with the Pmags. ?I have liked them since they were introduced. ?I wanted to put at least one on my Midget Mustang, but they didn't have them for the O-200 at the time. ?Now I really want at least one on my Mustang 2. I have spoke to a few people t

KR> Interesting info, Corvair torque

For the 0-200 what IS the limiting factor for rpm? With most road engines it's valve float. Thoughts? On Mon, May 6, 2013 at 1:14 PM, wrote: > One thing about the O-200 is planes like the KR is that you really need to > run them up around 3,200 RPM or more to get the most out of them. The >

KR> Interesting info, Corvair torque

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KR> now Pmag

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KR> [SPAM]Re: Interesting info, Corvair torque

Hi Paul, I was having access issues with my old web site, , so just set up the new one last night at . ?I can access it, but have no idea if it has an issue from other areas. ?My apologies if it does, but this has been an ongoing issue for seve

KR> Interesting info, Corvair torque

I haven't seen Larry's exhaust, but assume it somewhat resembles mine, since he copied what I did (with my encouragement). ?The easiest exhaust to build is a simple log that runs down either side of the engine. ?The problem with that is the two cylinders on each side have consecutive exhaust str

KR> Interesting info, Corvair torque

: >Why a 4 tube exhaust? It lets the engine breathe a bit better and produce a bit more power / higher RPM. If you could tune the pipes, even better. Tune, as in match the length of the pipe to the length of the gas power pulse. It helps extract mo

KR> Interesting info, Corvair torque

Why a 4 tube exhaust? On May 5, 2013 2:23 PM, "Larry&Sallie Flesner" wrote: > > It's hard to say exactly what Jeff's engine is, though, but it's >> basically a morphed C85 that is closer to an O-200 than anything. >> > ++**++** > +