M5 restoration project
- captnkirk
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- gbarrier
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- freedom
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I used to fly an MX7 10yrs back with 235hp and always thought of it as the perfect balanced engine for this plane. This time I'll be the one to pay for the engine and for the gasoline therefore the wallet is also playing an important role in deciding the engine.
The idea behind going experimental is that you can skip the expensive certification part of any aeronautical product, save money and make flying affordable. Therefore I don't see the point of buying a certified engine when the market is full of safe, efficient and better performer engines.
I think an M5 with let's say a range of power around 210hp, and some 100lbs lighter then a stock M5 with a 540 installed, probably has more or less the same performance, and since I won't be using it for any performance based flight I could even afford a 50ft longer takeoff run or a 100ft/m less climb rate.
On these considerations, the TitanX370 or the ACE379r seems both valid alternatives to the stock 540. Both with 4 cylinders so there's also a saving on regular maintenance compared to a 6 cylinder 540.
Buying price is quite similar. Any thoughts?
thanks
The idea behind going experimental is that you can skip the expensive certification part of any aeronautical product, save money and make flying affordable. Therefore I don't see the point of buying a certified engine when the market is full of safe, efficient and better performer engines.
I think an M5 with let's say a range of power around 210hp, and some 100lbs lighter then a stock M5 with a 540 installed, probably has more or less the same performance, and since I won't be using it for any performance based flight I could even afford a 50ft longer takeoff run or a 100ft/m less climb rate.
On these considerations, the TitanX370 or the ACE379r seems both valid alternatives to the stock 540. Both with 4 cylinders so there's also a saving on regular maintenance compared to a 6 cylinder 540.
Buying price is quite similar. Any thoughts?
thanks
- captnkirk
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Freedom all valid points one of my concerns is the avgas availability issue. The multi fuel fadec engines seem to over come a lot of those problems , but I see diesel as the fuel that is almost universally available . If I where going to build a plane that would be one item I think I would pursue. The shop I use the owner was a missionary pilot and his stories of finding fuel in those remote areas makes me thankful I'm here in the states.
Kirk Johnson
If god had meant man to fly he would have given him more money
If god had meant man to fly he would have given him more money
- freedom
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Captnkirk your are absolutely right, if I was doing this in the States I'd go for the diesel/jetA1 engine. My problem is that general aviation in Europe and specially in Iitaly differs a lot for the States. In my country probably only 50% of the airports offer avgas (at the same price of a nice aged wine), while they all offer jetA1 so this would apparently solve the problem, but only apparently as it will in fact make me dependent on airports for fuel. Flying into airports is another thing I will avoid as much as possible because they just rip off general aviation users with landing and security fees, while I'm planning to fly as much as possible only in private airstrip where landing fees are generally free or ridiculously low. But since diesel engines are still a minority these latter only offer mogas.
- chris erasmus
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- Andy Young
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So the O-540-B4B5 makes 235 hp at 2575 rpm and can run on Mogas.
The IO-540-W1A5D makes 235 hp at 2400 rpm and cannot run on Mogas.
Based on that, am I correct in assuming that the W1A5D is a higher-compression engine? That's how it makes more horsepower at lower rpm out of the same displacement?
Andy
The IO-540-W1A5D makes 235 hp at 2400 rpm and cannot run on Mogas.
Based on that, am I correct in assuming that the W1A5D is a higher-compression engine? That's how it makes more horsepower at lower rpm out of the same displacement?
Andy
- chris erasmus
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- chris erasmus
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B4B5 compression is 7.2:1
J1A5D and W1A5/D is 8.5:1
Fuel servo is only on top of Continental IO360 210hp
Fuel servo on Lycomings is under engine at front of oil pan whereas carburetor is under engine at rear of oil pan.
However the diaphragms and seals in the Bendix fuel servo may not be compatible with mogas (I don't know)
The Lyc IO540 V4A5 260hp on the Maules is 2700rpm, slightly different mag timing than 235hp and is certified to run 91 oct. I don't have my book in front of me but I think the comp ratio is 8.2:1.
J1A5D and W1A5/D is 8.5:1
Fuel servo is only on top of Continental IO360 210hp
Fuel servo on Lycomings is under engine at front of oil pan whereas carburetor is under engine at rear of oil pan.
However the diaphragms and seals in the Bendix fuel servo may not be compatible with mogas (I don't know)
The Lyc IO540 V4A5 260hp on the Maules is 2700rpm, slightly different mag timing than 235hp and is certified to run 91 oct. I don't have my book in front of me but I think the comp ratio is 8.2:1.
- chris erasmus
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- freedom
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