Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Tue, 29 Mar 2005 10:52:38 -0500 Message-ID: X-Original-Return-Path: Received: from systems3.net ([68.14.236.16] verified) by logan.com (CommuniGate Pro SMTP 4.3c3) with ESMTP-TLS id 828551 for lml@lancaironline.net; Tue, 29 Mar 2005 10:18:58 -0500 Received-SPF: none receiver=logan.com; client-ip=68.14.236.16; envelope-from=cberland@systems3.net Received: from systems0d3b724 ([192.168.1.81]) by systems3.net (8.13.1/8.13.1/Debian-12) with SMTP id j2TFIBR4009541 for ; Tue, 29 Mar 2005 08:18:11 -0700 X-Original-Message-ID: <001301c53471$91cd5930$5101a8c0@systems0d3b724> From: "Craig Berland" X-Original-To: "Lancair Mail List" Subject: [LML] Re: Alternative Engines X-Original-Date: Tue, 29 Mar 2005 08:11:18 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0010_01C53436.E2549700" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1437 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1441 X-Virus-Scanned: clamd / ClamAV version 0.75-1, clamav-milter version 0.75c on linux X-Virus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_0010_01C53436.E2549700 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable """ Bit of a subject change, if you're up for it--I wanted to get your feedback on alternative engines. Specifically, it seems to me that the GM LS1/LS2/LS6/LS7 engines are real candidates for high performance = aircraft, say Legacy/LIV/LIVP. """ I spent 15 years at GM as a Powertrain Engineer so I am a bit biased, = however the 350 CID engines are to small for our high performance aircraft. If = you run them at 6000 RPM so they can make 300 + HP, GM will expect them to last=20 about 200 hrs. The GMC durability test runs an engine from peak torque = to peak HP at WOT for 200 hrs. Most engines survive on straight viscosity oil. = Multi viscosity oil is another story. Making 350 to 400 HP at 2700 RPM from a 550 CID=20 engine is pretty good. To put it in perspective, if an engine makes 400 = HP at 2700 RPM and could make that same torque at 6000 RPM, it would be making almost 890 HP. To run from 75% power to WOT for 2000 hrs at this stress level is pretty good. However, I believe if the aircraft engines had = good electronic controls, the mechanical durability and performance would = only improve. Note, I said mechanical durability....I'm a mechanical = engineer....I guess the electrical engineers have to step up and do their thing. Craig Berland=20 ------=_NextPart_000_0010_01C53436.E2549700 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

"""
Bit of a subject change, if you're up = for it--I=20 wanted to get your
feedback
on alternative = engines. =20 Specifically, it seems to me that the GM
LS1/LS2/LS6/LS7 = engines are=20 real candidates for high performance aircraft,
say
=20 Legacy/LIV/LIVP.
"""

I spent 15=20 years at GM as a Powertrain Engineer so I am a bit biased,=20 however

the 350 CID=20 engines are to small for our high performance aircraft. If you=20 run

them at 6000=20 RPM so they can make 300 + HP, GM will expect them to last =

about 200 hrs.=20 The GMC durability test runs an engine from peak torque to=20 peak

HP at WOT for=20 200 hrs. Most engines survive on straight viscosity oil. Multi=20 viscosity

oil is another=20 story. Making 350 to 400 HP at 2700 RPM from a 550 CID =

engine is=20 pretty good. To put it in perspective, if an engine makes 400 HP at=20 2700

RPM and could=20 make that same torque at 6000 RPM, it would be = making

almost 890 HP.=20 To run from 75% power to WOT for 2000 hrs at this = stress

level is pretty=20 good. However, I believe if the aircraft engines had = good

electronic=20 controls, the mechanical durability and performance would=20 only

improve. Note,=20 I said mechanical durability....I'm a mechanical engineer....I=20 guess

the electrical=20 engineers have to step up and do their thing.

Craig=20 Berland

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