fatansticI will talk about my composite planes in this dedicated thread.
First project : EXIA, completed and flying well for almost 2 years (70h)
- single seat, under french UL regulation
- wing span 8,2 m
- lenght 5,15 m
- empty weight 130 kg
- MTOW 210 kg
- engine AIXRO XF 40, wankel type, 35hp, consumption 9l/h at 70% power
- tanks in the wings 36l total (wet wings)
- glass sandwich skins with some carbon parts (spars), made in typical composite molds
- special equipements : ballistic parachute (GRS)
Current performance (to be improved with adapted prop that I built but cannot test due to flight bans with COVID19 in France...) :
- Stall speed 65km/h (tested)
- Cruise 180 km/h (real, tested in long cross country flights)
- Top speed 205 km/h
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Maybe you should read on the same website about how that power is attained. The CAMSHAFT. The info is there, just read it.Thanks for the very helpful information, Exian.
For their three VW derived engines, they give the following specs (all at 8:1 compression ratio)
1600cc: 60 hp (continuous) at 3200 rpm
1914cc: 75 hp (continuous) at 3100 rpm
2275cc: 90 hp (continuous) at 3000 rpm
With or without fuel injection, these power outputs for a VW engine (2 valve pushrod) of the displacements shown are "incredible" (literally-- not credible). They are at least 10% higher than people actually get with these engines, especially at those (relatively low) RPMs. If they used the same "helpful" dyno to get the advertised power output for their V-2 engines, well, there could be some disappointment.
Just my opinion.
Maybe you can be a little less snarky, or maybe you can tell me how the camshaft cools those heads. I missed that part.Maybe you should read on the same website about how that power is attained. The CAMSHAFT. The info is there, just read it.
Absolutely correct, we agree. Solved long ago. Proper baffling (according to conditions) and a respect for the limitations of the VW Type 1 head's ability to reject heat are the biggest factors that we've found to be critical.Cooling VW heads has long ago be solved.
ExianI glue a piece of rounded Aluminium at the end of the carbon tube
Then I do manual winding of carbon roving around it : longitudinaly, and circularly to compact and hold together the firts layers.
The part with the pikes it a tooling that enables me to attach the longitudinal roving.
Of course I lay a thin layer of glass over the aluminium before doing the winding.
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Building notes, in french with horrible wrinting...
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Of course this takes longer than making the classic riveted end with a lathe, but I don't like the idea of the concentrated load of the rivets in the carbon tube.
Here the rovings transfer the load to the tube in shear on a broad area.