I have emailed Ace back and forth several times in the last couple of days and as you can see his drive will work either heads up or down, He did caution to use the larger crank for redrive use due to pulley alignment issue. JohnB
------ > Hello. Our red
------- > If it helps anyone, we`ve been making successful redrives for commercial V-Twins since 2010. Also for singles for the smaller 200 cc up to 460 cc. www.aceaviation.co.uk
Anyone can email us for information. firstname.lastname@example.org
We are a British aero sports company based at Ooty, IndiaView attachment 90108
------- > The appropriate bearings are used in a separate eccentric shaft housing which is behind the large pulley.Hey John,
Interesting drive option. After looking at your picture I had a question. What kind of bearing set up does the prop hub ride on? I only see support at one end. It appears from the picture that the hub has the side load of the belt and the gyroscopic and "G" forces imposed by the prop to handle. How do you accomplish this?
Thank you for the SITREP,Neal, JohnB,
You guys joined HBA relatively recently, here's some background that might be useful. It is just my opinion.
- The Ace redrive folks chime in here occasionally (often to promote a new product, etc). They claim that their drives have performed well in actual use, I have no reason to doubt that. Some of their customers have also weighed in, and as far as I can recall, all have been satisfied with the products they received from Ace. One particular customer, (user name "Factory-Fit") used his Ace unit on a trike,was very happy with it, and has posted here at HBA to discuss the Ace units.
- Ace has not offered some of the technical information that users, some with technical backgrounds in drive design or at least a good understanding of the issues, have requested. It's not clear if Ace doesn't actually know these values, or if they just don't want to provide them. Some prospective customers will not pay for a PSRU unless there is evidence that the designer of the PSRU has done analysis of dynamic loadings and has built a unit that accommodates these loads. Ace has said their customers are happy (again--I have no reason to doubt this), but I haven't seen information on the total fleet hours, MTBF, average belt life, etc (admittedly, this info is sparse throughout the homebuilt aviation world).
-My >opinion< is that thorough analysis and engineering should go into hardware that is sold for aviation use, and that this should be augmented/validated by testing and field experience. If a company "abbreviates" their technical analysis and engineering effort, then the requirement for good data collection and analysis of actual field experience is even more important --anecdotes may not be sufficient here. A lot of people buy airplanes, trikes, etc and don't fly them very much.
This thread contains some information of possible interest: Redrives for most commercial engines
You have that backwards. Because Ace won't give me the numbers I need to be a customer, I look set to be a competitor instead. I am quite capable of designing my own redrive...Vigilant, pictdhe,
Thanks for taking the time to write me of your concerns. I would imagine that John is just protecting his product, Tipi has mentioned that even Briggs doesn't give him all the info he needs/wants. Understandable, if you had a couple of key parameters you could be Ace's competition.
As a customer we get to choose what products and business to utilize as well...Not backwards I said if you have the tools (knowledge) to take the process further, great. You do, so you can and will, hope you share your findings.
Anyone is business for themselves has the choice to make decisions that they feel is best for their business, simple as that. Doesn't matter if you agree or not. Doesn't matter if the decision was right or wrong for the business. It's just his decision to give out what he wants to. He doesn't need a reason or have to justify it to anyone.
As a customer we get to choose what products and business to utilize as well...
As a pilot I need RELIABLE information to make the correct decision on the equipment I fly behind. All I asked was a simple question and got an extremely rude response....
His drive isn't some new technology waiting to change the world. It's a belt drive PRSU. Been around for quite a while.
I just don't get how a bearing designed to run an air conditioning compressor can handle the loads imposed on it and be reliable.
He doesn't want to answer, so I (and apparently others) will look at the myriad of other options out there
Regards and fly safe.
Question is answered. (Well, maybe it was only my question You CAN attach a Rotax B or E gearbox to the 10 degree tapered crank on a B&S 35hp engine or anyother 10degree tapered crank, ie the 20hp motors. I received the gearbox today and the engine I picked up yesterday. I slid the drive gear onto the PTO of the new engine to see if it fit. Well now it will take a mallet strike to get it off LOL.
With locktite per manufacturers spec and a washer/nut, it will take a stick of dynamite to remove it.
Some of my projects have been years in the making. I finally get one where I get parts one day and mount the prop the next. WOW.
I bought a B box first to see if it would fit. I think I want to go with the E box to get rid of the factory starter and flywheels weight. I will remove them for weight and see which is lighter before I order the E. Cool thing about the B is that it is available in 2.0 2.24 and 2.54 ratios more suited to a 4 stroke. I will let you know as soon as I find out.
I have attached a factory schematic. They are quite free with their info it seems. Weight is 9.4 lbs plus a couple of ozs for oil. For a gearbox. For $834 brand new. Did I say WOW.
The gearbox can be mounted upright or inverted and has 72mm (B) and 80mm (E) prop offset.
Neal,Some of my projects have been years in the making. I finally get one where I get parts one day and mount the prop the next. WOW.
Quick, buy a lottery ticket before your luck changes.
We'll, you still have lots of fun projects on this one. Induction, ignition , etc.
I'd also be a bit wary of the stock EFI/ECU, mainly because I can't find out much about the failure modes. I've got to think that the design priorities for an industrial engine are different than for an engine being used for flight (with people aboard).For the intake I am thinking of using a VW plenum with a new 2 port throttlebody. this is 993cc so one bank of a 1980cc engine should be a good starting point. Otherwise I can print a new, much less restrictive one out of PEEK. PEEK is expensive, but I don't use anything else on engine parts.
About the computer, what are your thoughts on using all the factory hardware and replacing the ECU with the SDS unit. Pick ups are all compatible as are the low impedance injectors. I would have to make a harness from the ECU to the SDS but...
I'd also be a bit wary of the stock EFI/ECU, mainly because I can't find out much about the failure modes. I've got to think that the design priorities for an industrial engine are different than for an engine being used for flight (with people aboard).
There's a lot of talent here at HBA. Hot Wings has done some exploration of the B&S EFI setup as well as working on a Homebuilder-friendly (and economical) EFI system. We also looked at a Megasquirt-based approach in a big thread here awhile back. Ross Farnham (owner of SDS) contributes frequently to the discussions here ("rv6ejguy")and is very generous with his time, he could tell you exactly what would be involved. His aviation systems are open loop and batch injected, I'm not sure if the "lumpy" induction cycle of a V-twin will require special attention when batch injection is used--but he'll know. "jbiplane" lives in Russia, builds "from scratch" 2- and 4-stroke engines and is also designing a low-cost ECU.
I am not an expert, but if you are looking for smooth sailing to a bulletproof aviation-quality system, working with Ross would be a great first step. OTOH, if you want to be more hands-on yourself or are trying to do this on a tight budget, then you'd probably need to be ready for a lot of experimenting.
I'll see if I can dig up some links to some of the relatively recent threads.