302 for airplane

[Mustang5L5]

Isn't the 5.0 also a poor performer at altitude? At sea level it has great performance but the guys at tracks located a mile or so above sea level have a lot of issues making power.

I realize a 5.0 can be built for far less than the $10K or so needed for a Lycoming engine, but i don't think it's gonna work.

 

[90_Red_LX]

what about like a gsr b18 vtec engine? really light, and it will go to 9k with out even thinking about it. it would get off the ground alot easier also.

But when the engine kicks in the vtec, the propellor will go nuts! Lol. I dunno if they'd make the torque to get a plane off the ground, but then again I dunno crap about that stuff lol.

But seriously, good luck with your project.

 

[srothfuss]

The more torque a motor has the more torque steer the plane will have. Maning, it will be harder to keep flying in a straight line. A Van's RV6 would be te perfect plane for messing around in. Vans Although, I did see one nose over when a beginner pilot started the engine with the throttle wide open.

Me, I'm much more of a puddle jumping kind of guy. I hope to end up in a Maule with STOL properties Maule Website

 

[Mavrick]

Isn't the 5.0 also a poor performer at altitude?

That's the first thing that came to my head.. I remember watching a 95 Cobra R race up Pikes Peak and it was really struggling... couldn't get the RPM's up very well at altitude!

 

[65ShelbyClone]

That's the first thing that came to my head.. I remember watching a 95 Cobra R race up Pikes Peak and it was really struggling... couldn't get the RPM's up very well at altitude!

That's when you hang a pair of Rayjays on there......to get the intake pressure back up! What about those Allison V12s the real Mustangs had?

What does a typical 300hp aero engine ususally weigh? What about Mazda rotaries?

 

[Shakerhood]

I spent 11 years as an aircraft mechanic & 8 of that as a FAA licensed A&P. Believe me when I say, the 5.0 engine is not what you want in that particular experimental aircraft. You will never get the CG in limits, even with an all aluminum block & heads. You would need a reduction gear assembly to ger the prop speed down to reasonable limits. These are commonly found when automotive engines are used in airboats.That will add more weight to the engine, making it even harder to get the CG anywhere near the center of lift.

I have had my A&P for 12 or 13 Years now and I agree with you as the 5.0 is Far from Ideal, I would try to find an Aircooled Flat Engine to Power the Plane.

 

[mattmcdan]

Car engines suck on airboats let alone putting a 5.0L in an airplane. They don't hold up to the abuse and vibration from the prop. I truly think you would be better off trying to find a salvage plane or such and using the engine from it. my .02

 

[Mustang5L5]

What about those Allison V12s the real Mustangs had?

The allison's suck. The Merlin engine in the Mustang was a much better choice!




BTW, i remember a long time ago some guy tried to tell me the Ford Mustang was named the Mustang because they put all the leftover engines from the P51 Mustang into them. I looked at him like he had 3 heads.

 

[65ShelbyClone]

What was bad about the Allisons? Not that it matters, the P-51s are awesome anyway.

 

[Mustang5L5]

What was bad about the Allisons? Not that it matters, the P-51s are awesome anyway.

The allisons were poor performers at high altitudes.

The P-51 was just average until someone got the bright idea to stuff the rolls royce Merlin engine in it. Then it became a great plane

 

[Mr. Rustypwnz]

why not just bolt a pratt jt8d up to er!!

 

[rd]

It's kind of dissappointing to realize that our favorite engine may not be a good airplane engine.

It would be fairly straightforward to get, say, 225 to 250 hp at 3000 rpm, and you could focus on that w/o worrying about having to rev higher. I have seen a few v8s converted to aircraft in magazines, but I don't remember seeing a 302. I would think there would be some engineering to work out how to have a flywheel and starter, as well as mount the prop.

All that said, I read as much as possible about aircraft piston engines, since lots of things we think are recent were tried on them a long time ago, superchargers, turbos, nitrous, water injection, exhaust gas temp monitoring, etc.

It would be interesting to see the weights and layouts of some comparable piston aircraft engines, to see how they compare.

Keep us informed on how this turns out.

 

[jrichker]

Most aircraft engines are very lightweight. They average 1 lb per cubic inch, the typical 4 cylinder Lycoming is 320-360 cubes. They also average about .5-.6 HP per cubic inch. The peak RPM on an engine without a reduction gearbox is about 2700-2800 RPM.

 

[SuperStang83]

I don't really have much of an idea, but it sounds really cool!

 

[GSP393]

I don't know anything about sbf's in an airplane, but Corvair engines have been used successfully for many years powering aircraft.

 

[Aryan15]

Can you actually get a supplement type certificate for this type of major alteration. I have a hard time believing that the FAA will sign off on this.

 

[Shakerhood]

Can you actually get a supplement type certificate for this type of major alteration. I have a hard time believing that the FAA will sign off on this.

You can pull off a few thing under the Experimental tag.

 

[88Stang331]

the 5.0 works awesome in my car...but my car isn't thousands of feet in the air.

 

[VG30DE]

Advance the cam, brings the low end power way up. And a roots supercharger would provide more than enough low end power, but may be too heavy.

 

[BlackBaer5.0]

Here Is an interesting artlicle about ht pro's and con's for automotive engines in planes...

part 1 http://www.kitplanes.com/magazine/engines/156-1.phtml

part 2 http://www.kitplanes.com/magazine/engines/155-1.phtml