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Okay,
maybe this will help. It's not a diesel, it's a flat air cooled 4 cyl going on an airplane I am buiding.
I started building a Steen Skybolt a few months ago and I am now to the point where I need to finalize my plans for an engine (Oshkosh '06 or bust). The plans recommend an IO-540, but I think I want to do something a little different.
Originally I was planning a large 6 (anywhere from 470-550) and although I am a big Lycoming fan, they don't have the valve configuration I want. I want my exhaust port on the bottom and the intake port on the top. This however puts me firmly in the Continental camp. So be it.
I was looking at around 300-325 hp (not really a problem with a big 6 if you have the $$$$$$$$$), but after wrenching on GA motors for nearly 10 years I think (under the banner of "experimental") I can do better. EFI coupled with a distributorless ignition (with maybe a single mag as backup. Maybe) I think I can raise the efficency and reliability to a whole now level.
This got me thinking again, that if I can do this on a six, perhaps I can do the same on a four and save some weight. BUT 300hp from a NA 360 is wishful thinking at best (at 2800rpm at least), so, whats a guy to do? Turbo/blower.
Now, I can obviously mount a turbo with no problems, but I need a turbo that is sized to my needs (ie 5-8psi at 2800rpm) but even that should be a no brainer given the industry these days.
BUT, I was wondering if a centrifigual blower might more closely match my needs (instant boost, no lag, etc) *IF* I can figure out how to mount and drive it. I might be able to run an addiional pulley off the crank snout or I was wondering if I can run it off the accesory gear box, but that's a lot more work with a lot less room.
Oh and the factory compression ratio is around 8:1, so this shouldn't be a factor.
Thanks,
Pete
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