Engine Debate - 194SR

[Mike Kimball]

This discussion is getting just interesting enough that perhaps there are
others on the list that might be interested or can contribute. So I cc'd
the list.

You should have seen the nice package that Northwest-Aero used to offer.
Complete engine conversion. Too bad they stopped producing the engine
portion. I think injection is great but I want my system to be as simple as
possible. Fuel injection requires a fuel return setup somewhere. Either
back to your tanks or to a header tank. You have to buy a special fuel
selector valve for this. All of this has to be designed and built into your
plane. Fuel injection requires high pressure. The engine will not run
without a high pressure electric fuel pump. You should have two for
redundancy. Gravity feed is not an option in the event of fuel pump
failure. There is another safety issue as well. If you spring a leak, it
will spray everywhere under high pressure. You must have a source of
electricity external to the engine for it to keep running. I want my engine
to keep running even if the alternator fails and the battery falls out of
the airplane. That's why I am looking at a magneto in the distributor hole.
I'm still trying to figure out how to have a magneto and electronic ignition
with only one set of spark plugs and wires so I can reap the benefit of
electronic ignition and have the mag as a backup. I don't want to drill
into my aluminum heads for two plugs. I also don't want to have to deal
with sensors and a computer. You will have to fool the computer in a couple
of different areas to deal with some of the sensors and stuff that either
you may not have or should be configured differently for airplanes. I am
looking forward to no oxygen sensor or EGR valve to deal with. Also, I have
found someone that makes a conversion kit for Holley carbs that removes the
jets and disables the power valve to give the pilot cockpit control of
mixture.

Regarding the LS-1/LS-6 blocks: Since the late 50s the basic Chevy V8 block
has not changed much if at all. There is a huge amount of compatibility
between Chevy small blocks. Except for the LS series. They are not
compatible with anything except themselves. Theoretically, I can crack a
head and land at some remote village in Interior Alaska where I live and
grab any number of heads to limp the plane home if I had to. Chevy's are
everywhere, except the LS series.

I'm probably going to have an engine builder here in town that Rob Merdes
introduced me to build the engine. Rob will weld up the engine mounts for
us both, and then we get to deal with cooling and accessories. We're still
looking for the right PSRU. We may end up with belts and electric prop
pitch control to save weight. John Worden's Geshwender is still in
contention too. Maybe an MT prop.

Bottom line - Simplicity, reliability in the face of electrical failures,
parts compatibility and ease of acquisition, and I didn't mention it before
but cost as well. Lot of happy guys with LS1s in their planes too.

Mike

-----Original Message-----
From: Reed, Britt/FSC Salt Lake [mailto:BReed@slcrail.com]
Sent: Thursday, March 07, 2002 7:08 AM
To: 'mkimball@gci.net'
Subject: Engine Debate - 194SR


Mike - I still need to know where the fuel injection system falls down - I
was kinda drooling over the Mattituck Gold IO360 (back when I was looking at
a Vans RV7) but the price was high - Specially for the fuel injected model.
All those Soobs are injected -

I think the LS6 with 350HP@4800 RPM sounds like a good tool. I think that
buying a standard, mass produced and well engineered product is easier to
swallow than building up a "Custom" engine i.e. the Dart or GM performance -
LS6 - The more I read the more I like it - Northwest Aero has all of the
lightweight accessories. I spoke to him the other day and he still believes
in the application - just couldn't handle educating the general population.

In the meantime - clue me in on the injection probs - Thanks

Britt - 194SR




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