The Murphy Builders Site

I've recently learned of some potentially useful auto engines for powering a
large aircraft like the SR3500. These are the EG33, the 3.0 L H6, the EJ25
(High output WRX engine?) and possibly the newer EZ30 (3.0L).

Only two of these are currently interesting to me as I know them to be 6-
cylinder engines; the EG33 and the H-6. I do not know how many cylinders are
in the EJ25 and the EZ30 (though the EZ30 is presumably a six cylinder engine
as I cannot imagine this large a displacement 4 cylinder engine.).

The EG33 is from the SVX and I do not know the origin of the 3.0L H-6.
Virtually all information I've collected regarding these two engines indicate
they should be capable of producing more than 300 hp with ease.

Can anyone else here add to what I already know? Are any builders using any of
these engines for their projects?

The Canadian firm Crossflow works with one of the 6 cylinders I've described
but the cost of their auto engine conversion and psru package is worse than
Aerotek Aviation's price for the Helicor V-400.

I fail to understand how these firms get the idea a builder will purchase one
of their engine packages w/o any degree of confirmation or positive history
with years of use in the field at what has to be described as 'over-inflated
prices' w/o these tangible and intangible factors working for them. Both of
these options are not a cost advantage when compared to a Lycoming.

Do I really have to pay this much for cabin heat? Do I have electric options
w/an air cooled engine?

Thanks,

Rick

Thanks,

Rick





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The EG33 at 230 hp and 400+ lbs installed has been out of production for
some time now.

Take a look at the Egenfellner site for the 4 cylinder EJ25 at 165 hp
and the H6. (I am not endorsing them just referencing them)

Despite the inherent attributes of a Subaru (I am aware of them), do you
really want to hop up an engine for use in an aircraft or might it make
more sense to derate it for reliability?

You can certainly add P-mags and electronic EFI to an aircooled engine
if you wish and it is easy to get an abundance of exhaust heat if you
wish. In my mind the biggest problem with air cooled is just that most
are old designs with relatively high fuel consumption. There are
cylinder shock cooling issues but again that can be addressed with cowl
flaps and/or operator technique.

Robinson's corvette V-8 conversion has been working out well. He has a
lot of hours on one in his Seabee. If fuel consumption is not a big
issue for you, I'd also look at the rotaries. And take a hard look at
aircooled for an SR before deciding and don't commit until you have to!

There are a few EJ22's and EA81's in standard Rebels.

Ken

ravc1@dcsol.com wrote:

I've recently learned of some potentially useful auto engines for powering a
large aircraft like the SR3500. These are the EG33, the 3.0 L H6, the EJ25
(High output WRX engine?) and possibly the newer EZ30 (3.0L).

Only two of these are currently interesting to me as I know them to be 6-
cylinder engines; the EG33 and the H-6. I do not know how many cylinders are
in the EJ25 and the EZ30 (though the EZ30 is presumably a six cylinder engine
as I cannot imagine this large a displacement 4 cylinder engine.).

The EG33 is from the SVX and I do not know the origin of the 3.0L H-6.
Virtually all information I've collected regarding these two engines indicate
they should be capable of producing more than 300 hp with ease.

Can anyone else here add to what I already know? Are any builders using any of
these engines for their projects?

The Canadian firm Crossflow works with one of the 6 cylinders I've described
but the cost of their auto engine conversion and psru package is worse than
Aerotek Aviation's price for the Helicor V-400.

I fail to understand how these firms get the idea a builder will purchase one
of their engine packages w/o any degree of confirmation or positive history
with years of use in the field at what has to be described as 'over-inflated
prices' w/o these tangible and intangible factors working for them. Both of
these options are not a cost advantage when compared to a Lycoming.

Do I really have to pay this much for cabin heat? Do I have electric options
w/an air cooled engine?

Thanks,

Rick

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Rick
I sat on the yahoo airsoob list
(http://groups.yahoo.com/group/airsoob/messages )for nearly a year learning
what I could wrt possibly powering a Rebel with a Sub. That resource has
some frustrations because a lot of it will not apply to what you are
interested in and it takes time to figure out who's opinions to put some
stock in, but eventually you can gleen a lot of useful info.

For the Rebel, I would have been interested in the EJ25 or EJ22, but
eventually accepted what some people here stated early on -- that it would be
tough to get power/weight better than a Lycoming, and that build and fuss
time is substantially longer than a conventional A/C engine. It is the build
and fuss time for which companies like Crossflow or Eigenfellner have high
paying customers. I personally decided I was not up for the cost of these
alternatives, or the build/fuss of my own conversion, and on top of that,
didn't want the risk of ending up with higher weight in final product. In
addition, having most of my flying time in an 2-stroke ultralight, one of the
things I want most in my next airplane is a very reliable, tried and true
engine. Others, possibly yourself might find it fun/challenging or better in
combination of ways to mix with other Sub folks and take an alternate route,
and also, there is the possibility that, for example, the Sub 6 cyl is a
nicer match for the SR3500 than the EJ25 or 22 is for the Rebel. One thing
never in doubt to me at least is that the Sub engine itself is outstanding.
The devil is in the details. Building the airframe gives you plenty of time
to decide.
-Ben/ 496R

I've recently learned of some potentially useful auto engines for powering

a

large aircraft like the SR3500. These are the EG33, the 3.0 L H6, the EJ25
(High output WRX engine?) and possibly the newer EZ30 (3.0L).

Only two of these are currently interesting to me as I know them to be 6-
cylinder engines; the EG33 and the H-6. I do not know how many cylinders

are

in the EJ25 and the EZ30 (though the EZ30 is presumably a six cylinder

engine

as I cannot imagine this large a displacement 4 cylinder engine.).

The EG33 is from the SVX and I do not know the origin of the 3.0L H-6.
Virtually all information I've collected regarding these two engines

indicate

they should be capable of producing more than 300 hp with ease.

Can anyone else here add to what I already know? Are any builders using

any of

these engines for their projects?

The Canadian firm Crossflow works with one of the 6 cylinders I've

described

but the cost of their auto engine conversion and psru package is worse than
Aerotek Aviation's price for the Helicor V-400.

I fail to understand how these firms get the idea a builder will purchase

one

of their engine packages w/o any degree of confirmation or positive history
with years of use in the field at what has to be described as 'over-

inflated

prices' w/o these tangible and intangible factors working for them. Both

of

these options are not a cost advantage when compared to a Lycoming.

Do I really have to pay this much for cabin heat? Do I have electric

options

w/an air cooled engine?

Thanks,

Rick

Thanks,

Rick

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