Discussion in 'Chevy' started by rv6ejguy, Mar 27, 2019.
Doing. Also: answering questions and having a conversation. I did mention answering question, right?
Show us the pictures.
Pfarber. You came onto HBA with guns blazing, insulting each person in turn, who are professionally experienced in what you were posting about- TV, redrives, engines and now EFI. You do nothing to contribute to useful discussion, information or increasing knowledge here for other folks. Your tone is abrasive and unfriendly. Your posts show you have much to learn about all these topics. I wish you the best of luck IF you ever actually build anything and fly it, which I doubt will actually happen.
I am again thankful for the Ignore feature here on HBA...
Beat me to it... and much more effectively. Challenging Ross on ECU's?? Billski on re-drives??
Judging by his response to your last post I submit that further efforts, should you choose, are for the sake of comedy. Else, a waste of bandwith.
Maybe I'm the Lone Ranger here, but a good laugh is soothing to one's soul. For those that have a soul, that is.
Way high. 23 years in automatic tranny design, and we ran as high as 97% with a significant oil pump and open clutch drag on half the clutches...95% with a cool running gear oil filled gearbox or 98% with belts is a conservative guess. So you lose 7 to 15 hp there.
As to extra power to haul the extra weight. 50 pounds of extra lift will cost you, what 6 pounds of extra induced drag? At 300 ft/sec, that is 3.27 hp.
So now you are losing 18 hp when running 300.
Now to the accessories with the redrive. The stock pulley ratios are designed to get positive charge at 600 engine rpm and positive continuous cooling at high torque and 2000 rpm. Turning a prop at 600 rpm probably too low, but that is 1500 engine rpm. And turning a prop will only make much torque and this much cooling need in the upper 80% of whatever your operational max is. Alternator consumes power with square of its rpm, water pump with cube... accesory speed has a realLy big effect... You can run either bigger accessory pulleys or smaller crank pulleys or a little of both. Betcha there are go fast parts that are well proven for LS that do exactly this. So your added losses at the accessories might be true if you are not smart. Be smart though, and it can be zero.
Can the truck crank carry the prop gyroscopic moments? Good thing to check... might need a separate prop shaft with some weight anyway.
Last part is these engines that are big enough to run direct are going to be heavier than the smaller engine that does it all with a redrive.
Redrive s have drawbacks, but efficiency ain't necessarily one of em.
I'm not burning bridges, I'm dropping dead weight.
Feel free to ignore me, really. Please don't post in any thread I start. Thank you.
I and others are free to post as desired in keeping with forum rules of conduct. This forum is for the benefit of of it's members in aggregate and, hopefully, corrections to misinformation will continue... including threads initiated by you. As to the veracity of your posted information, I defer to other knowledgeable sources here with demonstrable credibility.
Regarding my responses to your threads, you are at liberty to employ the ignore feature at your discretion. Please do!
We are all in the same boat...or plane. It would be nice if we could all act like we are on the same team. No one here is perfect, and we all make errors from time to time.
Maybe we could employ tact, and help to foster an air of working together to achieve a positive outcome. My employer called it Cockpit Resource Management. Call it what ever you like, but it has been shown that we all benefit from working together, versus the other alternatives.
I am as flawed as anyone, perhaps more so. That is why I return to this forum in hopes of not only finding good information, but sharing from my experiences in the build of my T-51.
Not pointing a finger at anyone. But I do look in the mirror...
Data has neither gender, feelings, or emotions. It is a number on a page. The person reading that data, and refusing to accept or learn from it is the real issue.
Granted old heads have fragile ego's and think that time spent posting has meaning (it doesn't). When old heads think that their post count has more weight that cold hard data is hilarious.
I think more people would post if the the threads were kept sterile.. the first sign of going off topic should be crushed. There are other forums for debating feelings and how important you think you are (not a personal attack, just a general observation).
So how were the test flights?
Has that Velocity flown yet?
Maybe I misunderstood what was being posted, but I thought it was planned to fly a couple weeks ago,
I haven't heard anything lately from the builder.
Hi Narfi, my post was supposed to be a joke; any time you ask a work crew when they can do a job, they invariably say 'Tuesday'. What can I say? Humor via the interwebs is hard.
That, by far is one of the best-sounding aircraft we have heard to date. There is nothing that can compare to a cross-planed small block Chevy. Well done!!
Sounds great! Should move out pretty good! But I believe the LS3 is a 90 degree crank. What's the total weight of the firewall backwards package?
If you watch it in the large U Tube format you can see the dangling wires and the ignition switch keys appear to be perfectly still, indicating a very smooth and vibration free instalation. Nicely Done!
That's a beautiful installation of the LS3 engine. The PSRU unit looks very nice also. Is that a purchased PSRU product, or a custom engineered and built PSRU solution for this particular plane and engine?
Separate names with a comma.