BTW scuttlebut is it's within a few pounds of a liquid cooled 582
135 is what stick in my mind as well, but we all know my mind is a slippery slopeThe video shows the phazer with PSRU, starter, alternator, motor mount, most of it's exhaust, no intake, no electrical harness, nor radiator, unknown if full of oil, (doubt it) or coolant (doubt it). 109 lbs.
For firewall forward I have seen 135 lbs. I think that was wet.
I'm late to this discussion, and am still working through the new posts to this thread from this point forward, so forgive me for sort of "necroposting" a discussion from four pages back but...Anybody who was there, and laid their hands personally on the O-100 while it was running, and who can personally attest to the idea that Pete had balanced it correctly and it was as smooth as an O-200... please take one step forward and feel free to discuss the vibration level. ...
Simply not true. I've seen and felt the engine run first-hand. It did not shake any more than an O-200 or any other certified aircraft engine that I've experienced, even at idle.Like you said, at cruise power, meaning that the rotational inertia was carrying the compression load
and power pulse load at a rate that the mass of the engine case could not react to with it's inertia....
Try that at idle or under say 1500 rpm.....and as for that tape.......
I had the same experience when seeing Pete's engine at Copperstate. I got to talk with Pete for a while and I had hands on the airframe when he ran the engine to full power. No noticeable vibration beyond what you would expect from a reciprocating engine powered aircraft and the idle was smooth as well.Simply not true. I've seen and felt the engine run first-hand. It did not shake any more than an O-200 or any other certified aircraft engine that I've experienced, even at idle.
I appreciate that you feel strongly about this but, from first-hand experience, I can tell you that you're not correct in this case.
Engines mentioned are heavier, especially when installed.. The perennial questions: PRSU or direct drive, air or liquid cooling, 2 or 4 stroke, cylinder arrangement and number of cylinders, piston ,rotary or turbine. What is important is power to weight and and power per dollar.Most obvious & readily available is the Yamaha Phazer (drives already available), but there's also the CanAm V-twins and their Chinese copies (Gaokin). The other sled & watercraft makers make engines that are competitive with the Yamaha.
That is about what an O-200 weighs with 60 (+) more hp. I am a fan of the motorcycle derived engine conversions. Is a typical airplane guy going to be comfortable with an engine turning 7500 or so rpm in cruise?Just FYI, a 160 HP APEX Yamaha installation, replacing a Sube in a GlaStar:
Yup, and unfortunately, poor power-to-weight comes cheaply, and good power-to weight is expensive. A builder can use a junkyard Chev 350 V-8, make it direct drive, and get maybe 150 HP at 2800 RPM or so. Real cheap, but terrifically heavy. 550 pounds or more, plus rad and coolant and exhaust and stuff. Easily 600-650 pounds.What is important is power to weight and and power per dollar.
Please define 'complete'.Lyc O-320, 150 HP at 2700 RPM, that weighs 275 or so, complete
Also it seems Yamaha may start selling a 2 cylinder version as well so who knows where all this will go.
The engine with the PSRU is about 102 lbs. The engine mount is 5 lbs. but it will gain a little more weight with brackets to hang accessories. I am waiting to get the air cleaner before I weigh the airbox. I haven't weighed the exhaust either. I will do that tomorrow.
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