REFLECTOR: Exhaust systems

[Brian Michalk]

You may be right, or you may be wrong.
The engine was certified here in the states as a 220HP engine.  The Poles
did make some changes, but nothing that should have affected power.

Now, we all know how marketers try to take advantage of these numbers.  In
my case, there is room for error to believe my engine can make either 205
HP, or 220 HP.

I have the sheet here run on the dyno in Poland.  The numbers are all in
metric, but I've made the conversions.

at 2800 RPM it shows 205.2 uncorrected metric horsepower.  After correcting
for temperature and pressure, the corrected metric horsepower is 209.3.
However here in the states, we talk about English horsepower, which is 206.4
horsepower.  This is on a brand new engine.  Once it's broken in, it's
possible the horsepower could go up another 5 or six horsepower.

So, is it a 220HP, or 205HP engine?  It's such a small difference, it's
difficult to tell, and the average pilot probably couldn't tell the
difference.

 Brian Michalk  <http://www.michalk.com>
Life is what you make of it ... never wish you had done something.
Aviator, experimental aircraft builder, motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and mostly single


> -----Original Message-----
> From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
> Behalf Of Jim Agnew
> Sent: Tuesday, July 15, 2003 4:57 PM
> To: reflector@tvbf.org
> Subject: RE: REFLECTOR: Exhaust systems
>
>
> Careful Brian that 220 HP is at 3200 RPM and the data plate
> says 205HP at 2800 RPM so it is close to the lycoming 200
> IO-360 given the tuned intakes & FI with a lower
> compression ratio.
>
> Jim
> --- Brian Michalk <michalk@awpi.com> wrote:
> > Franklin engines are 10.5:1 compression ratio with 350
> > cubic inches, and are
> > rated at 220 horsepower, normally aspirated.  Compare
> > this to a Lycoming
> > 0-360 rated at 180 horsepower.  More heat(energy) goes
> > into the work.
> > The second thing that could cause low EGT is the very
> > high valve overlap.
> > There is a lot of scavenging going on in a Franklin
> > cylinder, causing
> > volumetric efficiencies of 103% at the cruise RPMS.
> >
> > > -----Original Message-----
> > > From: reflector-admin@tvbf.org
> > [mailto:reflector-admin@tvbf.org]On
> > > Behalf Of Scott Derrick
> > > Sent: Tuesday, July 15, 2003 11:09 AM
> > > To: reflector@tvbf.org
> > > Subject: Re: REFLECTOR: Exhaust systems
> > >
> > >
> > > This sounds very odd.  I think av gas in a near optimal
> > > mixture(Stociometric?) burns at 1500+ F. It doesn't
> > matter whether its
> > > in your Honda Civic, your lawn mower or aircraft
> > engine.
> > >
> > > Maybe its the placement of the EGT probe.  The absolute
> > temp is really
> > > of not much concern because where you stick the probe
> > in and how the
> > > exhaust flows in the pipe will effect the probe
> > temperature quite bit.
> > > Its the trend that is of prime importance.
> > >
> > > Scott
> > >
> > > John Dibble wrote:
> > > > I just spoke with an A/P that works on Franklin
> > engines.  He
> > > says I should not expect
> > > > my EGT to exceed 1000 F.  Franklin engines run
> > cooler.
> > > >
> > > > John
> > > >
> > > > steve korney wrote:
> > > >
> > > >
> > > >>John...
> > > >>
> > > >>In that case your running way to rich...You should
> > see temps of
> > > about 1250
> > > >>to 1300 (f) on take-off...
> > > >>Maybe that's the reason it stumbles so much on
> > run-up...Lean it
> > > out...Keep
> > > >>the temps above 1150 on the ground or you won't
> > vaporize the lead in the
> > > >>fuel and it will foul your plugs...
> > > >>
> > > >>Best... Steve
> > > >>
> > >
> >
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> =====
> James F. Agnew
> Jim_Agnew_2@Yahoo.Com
> Tampa, FL
> Velocity 173 Elite Aircraft Completed
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