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300 HP engines

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BPA(at)bpaengines.com
Guest

Posted: Mon Sep 18, 2006 5:55 am Post subject: 300 HP engines

The angle head IO-540 can be ruled out as a candidate for the -10 because of the increase in both width and weight. Additionally, don’t expect 290-300 HP from the standard vertical induction (D4A5-C4B5) sump as the inlet throat is too small requiring the ‘smaller’ RSA-5, AFP FM200, or Precision servo, and the inlet air is heated from the oil temps and is not very efficient, regardless of compression ratio. That being said, an increase in compression of 9:1 will net you an increase of about 6-8, possibly 10 HP without any detrimental effect on the engine. But, increase the compression to say, 9.5:1 and higher, and the bearing load particularly the rod bearings, increase substantially. This will affect the TBO of the engine. In a nut shell the higher the compression, the lower the TBO of the engine. The Cold Air Induction system that some builders are opting for has a three inch opening allowing the use of a bigger fuel servo. An engine configured with Cold Air, RSA-10 or AFP 300 A servo, 9:1 compression can and has dynoed at 290 plus sea level horsepower. The Cold Air Induction won’t fit under the standard Van’s cowl because of the plenum chamber depth and inlet air location, but there is an alternative cowl design in the works (James Cowl).   

   

Not meaning any disrespect to John as I value his knowledge and input and have had several very meaningful conversations with him (thanks John), but there is no significant difference in weight or width between the old narrow deck and current wide deck cases. The narrow deck cases of yesteryear have screw in ½ “ case studs that were anchored in one half of the cases. The newer style wide deck cases have shouldered, or body fit through bolts. Also, the narrow deck cases have a narrower cylinder stud pattern than the wide decks and require plates under the cylinder base nuts for rigidity.   

   

I hope this clarifies just a few questions.  

   

Allen Barrett  

BPE, Inc.  

www.barrettprecisionengines.com  

   

   

      

   

       

  

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speckter(at)comcast.net
Guest

Posted: Mon Sep 18, 2006 12:56 pm Post subject: 300 HP engines

Just for additional info for inquiring minds, I have one of Allen’s cold air inductions on my engine and am using Van’s standard cowl with some modification.  I am a fiberglass builder of old, Glasair III, and I don’t think that anyone should have any trouble modifying the cowl to make the cold air induction fit.  If you are interested in the specfics of the mod, e-mail me and I will fill you in.  

   

Gary  

40274  

         

  

From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of BPA

 Sent: Monday, September 18, 2006 9:56 AM

 To: rv10-list(at)matronics.com

 Subject: 300 HP engines  

  

   

The angle head IO-540 can be ruled out as a candidate for the -10 because of the increase in both width and weight. Additionally, don’t expect 290-300 HP from the standard vertical induction (D4A5-C4B5) sump as the inlet throat is too small requiring the ‘smaller’ RSA-5, AFP FM200, or Precision servo, and the inlet air is heated from the oil temps and is not very efficient, regardless of compression ratio. That being said, an increase in compression of 9:1 will net you an increase of about 6-8, possibly 10 HP without any detrimental effect on the engine. But, increase the compression to say, 9.5:1 and higher, and the bearing load particularly the rod bearings, increase substantially. This will affect the TBO of the engine. In a nut shell the higher the compression, the lower the TBO of the engine. The Cold Air Induction system that some builders are opting for has a three inch opening allowing the use of a bigger fuel servo. An engine configured with Cold Air, RSA-10 or AFP 300 A servo, 9:1 compression can and has dynoed at 290 plus sea level horsepower. The Cold Air Induction won’t fit under the standard Van’s cowl because of the plenum chamber depth and inlet air location, but there is an alternative cowl design in the works (James Cowl).   

   

Not meaning any disrespect to John as I value his knowledge and input and have had several very meaningful conversations with him (thanks John), but there is no significant difference in weight or width between the old narrow deck and current wide deck cases. The narrow deck cases of yesteryear have screw in ½ “ case studs that were anchored in one half of the cases. The newer style wide deck cases have shouldered, or body fit through bolts. Also, the narrow deck cases have a narrower cylinder stud pattern than the wide decks and require plates under the cylinder base nuts for rigidity.   

   

I hope this clarifies just a few questions.  

   

Allen Barrett  

BPE, Inc.  

www.barrettprecisionengines.com  

   

   

      

   

       

  

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KiloPapa

Joined: 24 May 2006
Posts: 142
Location: Pearblossom, CA

Posted: Mon Sep 18, 2006 1:20 pm Post subject: 300 HP engines

Do you have a photo of the cowling mod?



Thanks,



Kevin

40494



----- Original Message Follows -----

From: "gary" <speckter(at)comcast.net>

To: <rv10-list(at)matronics.com>

Subject: RE: 300 HP engines

Date: Mon, 18 Sep 2006 16:55:56 -0400



 	  Quote: 	
		  Just for additional info for inquiring minds, I have one of

Allen’s cold air inductions on my engine and am using

Van’s
	


 	  Quote: 	
		  standard cowl with some modification.  I am a fiberglass

builder of old, Glasair III, and I don’t think that

anyone
	


 	  Quote: 	
		  should have any trouble modifying the cowl to make the cold

air induction fit.  If you are interested in the specfics

of the mod, e-mail me and I will fill you in.



Gary

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_________________
Kevin
40494

do not archive

speckter(at)comcast.net
Guest

Posted: Mon Sep 18, 2006 2:00 pm Post subject: 300 HP engines

When I get back in town I will take some pix. I haven't completed the

glassing yet but will send what I have.

GAry



--

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speckter(at)comcast.net
Guest

Posted: Mon Sep 18, 2006 2:14 pm Post subject: 300 HP engines

I didn't expect such a response.  I am presently out of town on business, so

I will describe what I did and then take pix when I get back and get the

stuff complete.



I purchased a Brackett #101 filter assembly from a Cessna 175 and other

aircraft (Spruce).  It has sufficient surface area to handle our 260++ Hp.

I made a transitional piece from the servo to the filter by gluing Styrofoam

together to make a solid block that I could carve to the correct shape.

After it is carved and sanded nice and smooth, I glassed it with 4 layers of

glass.  After cure I dissolved the foam with lacquer thinner, cleaned up the

inside and cut an alternate air door in the top.



I then cut away the interfering part of Van's cowl to allow me to put the

lower cowl on the airframe.  I then hot glued foam on the left, right and

bottom side of the filter outside the present inlet scoop on Vans.  I plan

on making a larger exit to handle the high cyl head temps that some have

seen. When I left town I had just glued the foam in place and when I get

back I will carve nice curves on it and glass it in place on the outside.

Then I will remove excess foam on the inside and glass it in place.



Sorry if this sounds confusing.  I will take pix and post them when I get

back.

Gary



--

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KiloPapa

Joined: 24 May 2006
Posts: 142
Location: Pearblossom, CA

Posted: Mon Sep 18, 2006 3:17 pm Post subject: 300 HP engines

Thanks, I am looking forward to seeing what you have done.



Kevin

40494



 	  Quote: 	
		  

<speckter(at)comcast.net>



I didn't expect such a response.  I am presently out of

town on business, so I will describe what I did and then

take pix when I get back and get the stuff complete.

- The Matronics RV10-List Email Forum -

Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

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_________________
Kevin
40494

do not archive

neilcolliver(at)maxnet.co
Guest

Posted: Mon Sep 18, 2006 4:26 pm Post subject: 300 HP engines

Hi gary



I have ordered the cold air from Barretts, and so am very interested - 

please send pics & details of what you did.



Thanks



Neil

On 19 Sep 2006, at 8:55, gary wrote:



 	  Quote: 	
		  

 Just for additional info for inquiring minds, I have one of Allen’s 

 cold air inductions on my engine and am using Van’s standard cowl with 

 some modification.  I am a fiberglass builder of old, Glasair III, and 

 I don’t think that anyone should have any trouble modifying the cowl 

 to make the cold air induction fit.  If you are interested in the 

 specfics of the mod, e-mail me and I will fill you in.

  

 Gary

 40274

  



 From: owner-rv10-list-server(at)matronics.com 

 [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of BPA

 Sent: Monday, September 18, 2006 9:56 AM

 To: rv10-list(at)matronics.com

 Subject: 300 HP engines

  

 The angle head IO-540 can be ruled out as a candidate for the -10 

 because of the increase in both width and weight. Additionally, don’t 

 expect 290-300 HP from the standard vertical induction (D4A5-C4B5) 

 sump as the inlet throat is too small requiring the ‘smaller’ RSA-5, 

 AFP FM200, or Precision servo, and the inlet air is heated from the 

 oil temps and is not very efficient, regardless of compression ratio. 

 That being said, an increase in compression of 9:1 will net you an 

 increase of about 6-8, possibly 10 HP without any detrimental effect 

 on the engine. But, increase the compression to say, 9.5:1 and higher, 

 and the bearing load particularly the rod bearings, increase 

 substantially. This will affect the TBO of the engine. In a nut shell 

 the higher the compression, the lower the TBO of the engine. The Cold 

 Air Induction system that some builders are opting for has a three 

 inch opening allowing the use of a bigger fuel servo. An engine 

 configured with Cold Air, RSA-10 or AFP 300 A servo, 9:1 compression 

 can and has dynoed at 290 plus sea level horsepower. The Cold Air 

 Induction won’t fit under the standard Van’s cowl because of the 

 plenum chamber depth and inlet air location, but there is an 

 alternative cowl design in the works (James Cowl).

  

 Not meaning any disrespect to John as I value his knowledge and input 

 and have had several very meaningful conversations with him (thanks 

 John), but there is no significant difference in weight or width 

 between the old narrow deck and current wide deck cases. The narrow 

 deck cases of yesteryear have screw in ½ “ case studs that were 

 anchored in one half of the cases. The newer style wide deck cases 

 have shouldered, or body fit through bolts. Also, the narrow deck 

 cases have a narrower cylinder stud pattern than the wide decks and 

 require plates under the cylinder base nuts for rigidity.

  

 I hope this clarifies just a few questions.

  

 Allen Barrett

 BPE, Inc.

 www.barrettprecisionengines.com

  

  

     

  



  

 I've stopped 54,091 spam messages. You can too!

  One month FREE spam protection at www.cloudmark.com

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