The ULPower engines are much more advanced than these Lycomings slugs; They are what this engine could have been.
Lycoming chose to half-ass their entry into LSA...Hell, they were whining about needing Fuel injection. Lycoming wants to keep selling you yesterdays tech at tomorrows prices.
The ULPower engines are full FADEC and Fuel Injected and their Model '350i' has 118hp on Pump gas at 173lb...The 260iSA/107HP is fully Acrobatic and 165lb..
It's something like 245 with oil, external oil tank, exhaust & engine mount. That is more like 65 lbs heavier than the same power rotax 912S. Which is a non-starter for LSA. While theory on less parts is great, the 912/914 series has millions of hours in the air and are statistically as reliable as cont & lyc. Particularly if you take into account the frequent non-professional servicing many experimentals get. (which are where a disproportionate number of rotax go)
what is the technical differecnes between a car engine and an aircraft engine as they are both internal combustion engines. what is needed to make aircraft engines suitable for propellors rather than gears and drive shafts used on car engines? what would be needed to convert a car engine to run a prop
@210482fmj Most aircraft engines are designed to get their max power at lower RPM - about 2,700, for prop efficiency. Air cooling eliminates the need for a radiator, water pump, hoses, etc. The "flat four" layout helps with air cooling. 2 redundant magnetos power the spark plugs, so you still get a spark if the electrical system fails. All this is to make the engine as reliable as possible. You don't want a failure up in the air!
There are a lot of auto engine conversions out there; some successful, some not. Many do-it-yourselfers underestimate how complex it is to convert an auto engine to aircraft use. Some companies have worked out all the complex issues and sell conversion kits and/or plans. VW engines are a popular choice for 50-80 HP. and Corvaire engines are used in the 100-120 HP range. I think one company sells a Honda inline 4 cylinder conversion.
I think it'll be about the same price as the Rotax 912. But it's simpler (no gearbox or liquid cooling system) so theoretically there are fewer parts to fail. Plus many pilots just have a lot of confidence in Lycoming.
This thing is a Dog, old tech and Way too heavy.
The ULPower engines are much more advanced than these Lycomings slugs; They are what this engine could have been.
Lycoming chose to half-ass their entry into LSA...Hell, they were whining about needing Fuel injection. Lycoming wants to keep selling you yesterdays tech at tomorrows prices.
The ULPower engines are full FADEC and Fuel Injected and their Model '350i' has 118hp on Pump gas at 173lb...The 260iSA/107HP is fully Acrobatic and 165lb..
Bravo21 1 month ago
It's something like 245 with oil, external oil tank, exhaust & engine mount. That is more like 65 lbs heavier than the same power rotax 912S. Which is a non-starter for LSA. While theory on less parts is great, the 912/914 series has millions of hours in the air and are statistically as reliable as cont & lyc. Particularly if you take into account the frequent non-professional servicing many experimentals get. (which are where a disproportionate number of rotax go)
Searey07 4 months ago
what is the technical differecnes between a car engine and an aircraft engine as they are both internal combustion engines. what is needed to make aircraft engines suitable for propellors rather than gears and drive shafts used on car engines? what would be needed to convert a car engine to run a prop
210482fmj 6 months ago
@210482fmj Most aircraft engines are designed to get their max power at lower RPM - about 2,700, for prop efficiency. Air cooling eliminates the need for a radiator, water pump, hoses, etc. The "flat four" layout helps with air cooling. 2 redundant magnetos power the spark plugs, so you still get a spark if the electrical system fails. All this is to make the engine as reliable as possible. You don't want a failure up in the air!
anim8ted923 6 months ago
There are a lot of auto engine conversions out there; some successful, some not. Many do-it-yourselfers underestimate how complex it is to convert an auto engine to aircraft use. Some companies have worked out all the complex issues and sell conversion kits and/or plans. VW engines are a popular choice for 50-80 HP. and Corvaire engines are used in the 100-120 HP range. I think one company sells a Honda inline 4 cylinder conversion.
anim8ted923 6 months ago
Lycoming, the best engines for aerobatic flights!
09fliegen 7 months ago
Nice model. I am looking for a 3D model of the O/IO-360. Do you have one of those?
If not, would you be willing to share the model of the IO-233?
Thanks!
Hlongbridge 10 months ago
I think it'll be about the same price as the Rotax 912. But it's simpler (no gearbox or liquid cooling system) so theoretically there are fewer parts to fail. Plus many pilots just have a lot of confidence in Lycoming.
anim8ted923 1 year ago
Meant to be a Rotax fighter. It's about 40 to 45 lbs heavier so I guess the best way for them to win the fight would be price wise.
savagecub 1 year ago
Nice animation, now if Lycoming would just tell us when the certified version is coming out !
DanH0860507 2 years ago