jesse(at)saintaviation.co
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 Posted: Sat Apr 26, 2008 12:38 pm Post subject: No Title |
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Mark,
I don't know much about the LS1, but I did go to the forum that Bud put on at Sun-N-Fun. I was just curious. Bud or some friend may be on this list, so this is not meant to be offensive in any way.
My first impression is the man. He seems to know a fair bit about engines, and since he is the one that makes the PSRU, he must be very knowledgeable. I don't care if he isn't an engineer. The thing that bothered me is that he was making comments and borderline making fun of some of the questions asked in the forum. If I'm trying to sell someone something, I don't treat them like they are stupid when they ask a question. The way I saw it, he did that a number of times during the forum, which I did not like at all.
As far as performance, he said he has tested the engine up to 15,500 and then made a comment something like, "but nobody flies a normally aspirated engine up that high," insinuating that it has been tested as high as anybody will want to take it. It has been mentioned a number of times on this list that people have gone well above 18,000 to either get over weather or to test the service ceiling. While I don't recommend flying over 18,000 feet for a number of reasons, I regularly recommend that people fly as high as 18,000 because of economy. While the LS1 will likely handle that altitude well, is has not been tested.
The next thing that didn't seem to add up much was that he kept mentioning that it is a 350HP engine. As I asked further, I found that it can make that HP at high RPM, while still below redline on the engine, but they never turn it above 3900 rpm. In this case you are never over something like 270HP if I remember correctly. Why does he keep saying that it can make 350HP when they never take it over 270? I don't know, and 270HP is plenty of power for this plane. It is likely that even though you don't take full power at takeoff and low climb, you may be able to make more power at altitude since the engine is capable of more, but I don't know, since you are still not turning it faster. Someone a lot smarter than me will have to address that. I'm just sharing observations.
After the forum I actually went by and saw the engine. It was impressive. It really looked good, and I was very impressed that their PSRU has a prop governor pad so you can use a standard governor and constant speed prop, and don't have to go with an electric prop. I really did like that. The centrifugal clutch is an interesting concept, engaging the prop at around 700rpm. When asked in the forum what happens if it disengages in flight, he simply said that it wasn't possible for that to happen.
It appeared to fit within what looked like a standard cowl, maybe not needing the lower air intake hole, but it has not flown yet in a -10, so there are no numbers. It will take a pioneer to actually test it in that respect. The firewall forward is developed, so that should take out a little of the guesswork, and Bud has taken the time to make it fit and to get the nose gear system incorporated, so it seems like it is further along than the Subaru was when Dan started working with Jan years ago.
So, this is just my impression based on going to the forum and seeing the engine run at idle. I don't know anything else about it or about Bud.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com)
Cell: 352-427-0285
Fax: 815-377-3694
On Apr 26, 2008, at 2:24 PM, mark vultaggio wrote:
| Quote: | I posted a question to the wrong list yesterday regarding the Geared Drive system being offered with a corvette LS 1 engine by Bud Warren. It was on display at Sun n Fun and seems interesting. Interested in any comments by those with any experience. Look at the product at http://www.geareddrives.com/
Mark
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