Peterson
Well-Known Member
Looking for lightweight 200hp options. Considering a few possible candidates
Mazda 13B. Can easily handle 100hp per rotor without reliability issues, plenty of weight saving aftermarket items to really cut weight down. Easily the lightest of my candidates with some aftermarket goodies. Cons: cooling is a challenge, high fuel burn rates, LOUD!
Buick / Rover 215. 190hp at 318lbs dry. Somewhat hard to find but patience usually pays off. Will require substantial fabrication as not a lot of people fly with these.
Ford / Cosworth / Yamaha 3.4L SHO v8. 235hp not sure engine weight, but is aluminium block and heads. Lots of power but needs cam sprocket welded to shaft for reliability. Fairly tall due to 60 degree banks for fwd layout. Manifold can be rotated 180deg for ease of fwd fabrication. Virtually uncharted territory in aviation use. Much power but much unknown.
Chrysler 2.7L v6. 200hp at 334lbs. Shorter block length may be easier to design fwd for. Theoretically lowest fuel burn of these options (not considering all factors) but as far as I know, completely unused in aviation as of yet. Very little aftermarket available but enough for a creative and competent fabricator to fly behind. Pre 2004 had oil sludging issues but synthetic oil solves that. Easy to find and cheap to buy low mileage running examples. Very comparable power to weight of certified engines.
Mazda 13B. Can easily handle 100hp per rotor without reliability issues, plenty of weight saving aftermarket items to really cut weight down. Easily the lightest of my candidates with some aftermarket goodies. Cons: cooling is a challenge, high fuel burn rates, LOUD!
Buick / Rover 215. 190hp at 318lbs dry. Somewhat hard to find but patience usually pays off. Will require substantial fabrication as not a lot of people fly with these.
Ford / Cosworth / Yamaha 3.4L SHO v8. 235hp not sure engine weight, but is aluminium block and heads. Lots of power but needs cam sprocket welded to shaft for reliability. Fairly tall due to 60 degree banks for fwd layout. Manifold can be rotated 180deg for ease of fwd fabrication. Virtually uncharted territory in aviation use. Much power but much unknown.
Chrysler 2.7L v6. 200hp at 334lbs. Shorter block length may be easier to design fwd for. Theoretically lowest fuel burn of these options (not considering all factors) but as far as I know, completely unused in aviation as of yet. Very little aftermarket available but enough for a creative and competent fabricator to fly behind. Pre 2004 had oil sludging issues but synthetic oil solves that. Easy to find and cheap to buy low mileage running examples. Very comparable power to weight of certified engines.
