Bob:

We have become increasingly aware that ICPs are the primary issue in longevity. We have seen some high compression engines have timing set-ups that result in very high and dangerous ICPs. I would want to know those parameters and if Lycon cannot give me ICP NUMBERS, I would be very suspect that they are unaware of the dangers thereunto, appertaining.

I would be VERY interested in how one gets the equivalent power at 14,000 feet that one gets at 7500 feet without a turbo. Is this engine turbocharged? If so, it has some serious issues with 10.5:1 pistons at full power where FF and timing are concerned. If not, there could be some snake oil in the claims. Ask for NUMBERS, not opinions.

Walter


On Oct 18, 2005, at 9:21 AM, rsmiley wrote:

Subject: [LML] Re: Electronic Ignition

"Do you have any idea what the internal cylinder pressures are at takeoff? Do you have any idea what the long-term issues are?"  re modified engine.


Walter, I do not know anything about internal pressures. Not my expertise so I must depend upon others.  I plan to use full power on takeoff. Once I am 500 agl is reached, reduce power for lower altitude flying and climbout and incrementally increase power as  altitude increases. Maintaining a constant reasonable manifold pressure might be a likely scenario.  Full throttle at  14,000 ft. is equivalent to 75% power at 7,500 ft. of the original configuration.  This is according to Ken at Lycon.
 
TBO?  who knows. I am 63 and have 350 hours in five years.  Using that as an average I don't think I have to worry about an overhaul except for corrosion problems. Proper pickeling in the winter, as I travel south, will go far to help alleviate that problem.
 
Ken stated, I would gain about 7,500 feet of altitude performance with the engine mods.  The new prop is an additional performance increment.
 
Bob Smiley
N94RJ