KR> New engine
This little engine has been racing since 2012 when it ran it's first race at Le Mans. It was started in 56th position, the place granted to new technology vehicles not allowed to race for points. It has raced most all IMSA and Le Mans races since. It has been through several iterations since it first set wheels on a race track, starting as an open cockpit to the current coupe version finally doing well last season and is doing quite well so far this season. Last weekend it placed 5th overall at Laguna Seca. It is racing with the prototype class cars in a special design they call the delta wing car. Unfortunately It is currently an unclassified prototype so even if it wins a race it can't collect points for driver or manufacturer. Here is a 5 minute clip from a race https://youtu.be/UInHaXfoAQY John El Paso In a message dated 5/3/2016 2:58:43 P.M. Mountain Daylight Time, krnet at list.krnet.org writes: I did it's an engine to suppliment their hybrid race car. I'm sure the price tag on that bad boy would stagger you On May 3, 2016 11:00 AM, "Eric James Pitts via KRnet" wrote: > Anyone heard of this ? > Nissan has > shocked automotive world introducing > a 400HP engine that weights a scant > 40kg (88lbs). > Named the DIG-T R, the 3 cylinder 1.5... > Eric Pitts > Terre Haute, Ind. > > "Life should NOT be a journey to the grave with the intention of arriving > safely in an attractive and well preserved body, but rather to skid in > sideways, chocolate in one hand, body thoroughly used up, totally worn out > and screaming "WOO HOO what a ride!" > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options -- next part -- A non-text attachment was scrubbed... Name: Untitled.jpg Type: image/jpeg Size: 14832 bytes Desc: not available URL: <http://list.krnet.org/mailman/private/krnet_list.krnet.org/attachments/20160503/d6a401dc/attachment.jpg>
KR> Type 1 Cylinder Heads - cooling
I don't know, I think a smart person might consider becoming a North American distributor...then the parts wouldn't be coming from Brazil, and it would speed acceptance of the newcomer. My 2 centavos. On Tue, May 3, 2016 at 2:01 PM, Mike Stirewalt via KRnet < krnet at list.krnet.org> wrote: > > "Has anyone checked out Motorav.com? It looks to me like they have done > what > should be done with regard to the basic VW type 1 engine." > > The only forced landing I've had with either of my KR's was due to an > exhaust valve spring breaking (due to metal fatigue - Rimco re-used old > springs when re-building the head for Steve Bennett). I had no > difficulty finding a new spring to get me back home. > > This Motorav has surely got some nice design improvements but I'd sure > hate to be stranded somewhere waiting on parts from Brazil. They've > eliminated one of the great advantages of using a VW engine. > > > The Conservative Investor > Leaked Wall Street Software Turns $1,500 Savings Into $2.7 Million Fortune > http://thirdpartyoffers.juno.com/TGL3141/5728f5d54f25e75d43648st02vuc > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> New engine
Anyone heard of this ? Nissan has shocked automotive world introducing a 400HP engine that weights a scant 40kg (88lbs). Named the DIG-T R, the 3 cylinder 1.5... ?Eric Pitts Terre Haute, Ind. "Life should NOT be a journey to the grave with the intention of arriving safely in an attractive and well preserved body, but rather to skid in sideways, chocolate in one hand, body thoroughly used up, totally worn out and screaming "WOO HOO what a ride!" ?
KR> New engine
I did it's an engine to suppliment their hybrid race car. I'm sure the price tag on that bad boy would stagger you On May 3, 2016 11:00 AM, "Eric James Pitts via KRnet" wrote: > Anyone heard of this ? > Nissan has > shocked automotive world introducing > a 400HP engine that weights a scant > 40kg (88lbs). > Named the DIG-T R, the 3 cylinder 1.5... > Eric Pitts > Terre Haute, Ind. > > "Life should NOT be a journey to the grave with the intention of arriving > safely in an attractive and well preserved body, but rather to skid in > sideways, chocolate in one hand, body thoroughly used up, totally worn out > and screaming "WOO HOO what a ride!" > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> FW: Type 1 Cylinder Heads - cooling
very interesting but my first thought is that the farther we get from the original parts, the more the "VW economy" turns into just another low volume, proprietary engine, either "coming soon" like this one, or "going soon". if I were to go with a dervitive, the limbach is appealing. but I *think* I saw the top tier turbocharged verson priced at 37k OUCH! The revmaster turbo (or turbo option added to a used engine) looks like the one for me. > Date: Tue, 3 May 2016 07:55:04 -0500 > To: krnet at list.krnet.org > Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling > From: krnet at list.krnet.org > CC: phill.hill at gmail.com > > Has anyone checked out Motorav.com? It looks to me like they have done what >
KR> New engine
Nissan announced this lightweight engine with great fan fare in early 2014. It develops its power in a narrow band around 7000 rpm. It was designed for racing. Shortly afterwards, Nissan ran into 'developmental issues' and the engine did not run in the 2015 La Mans as promised. Nothing has been heard or seen of it since. Brant Hollensbe DSM ?
KR> Type 1 Cylinder Heads - cooling
> "Has anyone checked out Motorav.com? It looks to me like they have done what should be done with regard to the basic VW type 1 engine." The only forced landing I've had with either of my KR's was due to an exhaust valve spring breaking (due to metal fatigue - Rimco re-used old springs when re-building the head for Steve Bennett). I had no difficulty finding a new spring to get me back home. This Motorav has surely got some nice design improvements but I'd sure hate to be stranded somewhere waiting on parts from Brazil. They've eliminated one of the great advantages of using a VW engine. The Conservative Investor Leaked Wall Street Software Turns $1,500 Savings Into $2.7 Million Fortune http://thirdpartyoffers.juno.com/TGL3141/5728f5d54f25e75d43648st02vuc
KR> FW: Type 1 Cylinder Heads - cooling
Has anyone checked out Motorav.com? It looks to me like they have done what should be done with regard to the basic VW type 1 engine. According to their web site, the have done finite element analysis on it and have made new molds for the case, beefing up certain areas where indicated and manufacturing new jugs and heads. Work on the heads and cylinders have been significant, increasing the size and number of cooling fins, etc. Looks like the heads have the ports on the bottom instead of the top. Their 2.4 L runs 85hp @ 2900. I don't know what the prices are like though... Phill Hill Collinsville, IL On Tue, May 3, 2016 at 6:54 AM, Gary Hinkle via KRnet wrote: > > > First time was a night run (3am) delivering parts, over mountains, in the > winter. The oil congealed in the oil cooler. Outside temp was below -40 > deg. Very high oil temp, very low pressure. It was so cold outside, could > not heat cabin. Had frost on inside from my breath. Was close to having to > shut down an engine. 2 other pilots I know, had the same thing happen that > same night. Freaky cold.2nd time, I had an oil seal blow. Oil all over the > plane. Pulled engine to idle and got down fast ( I was in a single engine > plane). Airport was 10 miles in front of me when it happened.Also lost an > engine on takeoff due to carb ice. Just hasn't been my time to die I > guess.The point I have been trying to make about the heads and oil topic > was. We are pushing the engine beyond what was designed to do. It has been > taken as far as it can go without a complete redesign. That would mean a > new engine never on the market. Everything you do in one place, affects > something else. And that "something else" is what will kill you. > > > Sent from my Verizon Wireless 4G LTE smartphone > > Original message > From: Brian C Wagner via KRnet > Date: 05/01/2016 11:32 (GMT-05:00) > To: KRnet > Cc: Brian C Wagner > Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling > > There isn't much surface area on a sump, compared to the volume of oil it > contains. Also, located on the bottom of the engine, the air flow is > questionable. Sure, you lose a little heat with those piddly fins on there, > but it's not its prime function. An oil cooler system with proper air flow > is the only way you'll get rid of most oil heat in an air-cooled engine. > > I'm not advocating a higher-volume oil pump. At least, not without > addressing the oil system as a whole. Just dropping one in and expecting it > will somehow "help" is just asking for trouble. > > If you start losing oil out of an engine, it isn't going to make a > difference what volume the oil pump is. When you lose oil *pressure*, it's > just a matter of (not much) time before the engine seizes. Why did you lose > engines twice? > > > > > From: Gary Hinkle > Sent: Saturday, April 30, 2016 9:43 PM > To: KRnet > Cc: Brian C Wagner > Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling > > The sump is not the worst place to shed heat. Do the math and look at how > many square inchs of surface there is. Why do you think there are fins on > the sump? Not only that, the heat is wicked around the entire crank case. > This is why the top of the case gets hot. The oil cools the crank, rods, > pistons, valves, and so on. The heads aren't the only path for heat > transfer. > And yes, I use a cooler. Look up the amount of Btus that a cooler can shed > per Sq in. You may be surprised how limited it is. I'm not trying to be a > pain. But if someone is going to all the work to pump a large volume of oil > into the heads, for which it was never designed to handle, they most likely > could be landing when they don't want to due to engine failure. Have you > ever flown an airplane with oil comming out of the engine at a high rate. I > have, and you will have one heck of a pucker factor. > And I have lost engines in flight twice. > Pumping extra oil into the heads would be best be done in a test cell for > many hours of running to get it right. If at all. > > > > Sent from my Verizon Wireless 4G LTE smartphone > > > Original message > From: Brian C Wagner via KRnet > Date: 04/30/2016 09:29 (GMT-05:00) > To: KRnet > Cc: Brian C Wagner > Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling > > I'm sorry, but this is wrong. The sump is the worst place for cooling to > happen. Heat is radiated away only at that relatively small amount of > surface area, per volume of oil. > I'm not familiar with VW aircraft installations. Are you using an oil > cooler of any type? A car installation includes the integral cooler that > air is forced through. It is there, and throughout the engine's radiating > surface, where heat is exchanged to the air. > > > From: KRnet on behalf of Gary Hinkle via > KRnet > Sent: Friday, April 29, 2016 9:52 PM > To: KRnet > Cc: Gary Hinkle > Subject: Re: KR> FW: Type 1 Cylinder
KR> FW: Type 1 Cylinder Heads - cooling
First time was a night run (3am) delivering parts, over mountains, in the winter. The oil congealed in the oil cooler. Outside temp was below -40 deg. Very high oil temp, very low pressure. It was so cold outside, could not heat cabin. ?Had frost on inside from my breath. Was close to having to shut down an engine. 2 other pilots I know, had the same thing happen that same night. Freaky cold.2nd time, I had an oil seal blow. Oil all over the plane. Pulled engine to idle and got down fast ( I was in a single engine plane). Airport was 10 miles in front of me when it happened.Also lost an engine on takeoff due to carb ice. Just hasn't been my time to die I guess.The point I have been trying to make about the heads and oil topic was. We are pushing the engine beyond what was designed to do. It has been taken as far as it can go without a complete redesign. That would mean a new engine never on the ?market. Everything you do in one place, affects something else. ?And that "something else" is what will kill you. Sent from my Verizon Wireless 4G LTE smartphone Original message From: Brian C Wagner via KRnet List-Post: krnet@list.krnet.org Date: 05/01/2016 11:32 (GMT-05:00) To: KRnet Cc: Brian C Wagner Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling There isn't much surface area on a sump, compared to the volume of oil it contains. Also, located on the bottom of the engine, the air flow is questionable. Sure, you lose a little heat with those piddly fins on there, but it's not its prime function. An oil cooler system with proper air flow is the only way you'll get rid of most oil heat in an air-cooled engine. I'm not advocating a higher-volume oil pump. At least, not without addressing the oil system as a whole. Just dropping one in and expecting it will somehow "help" is just asking for trouble. If you start losing oil out of an engine, it isn't going to make a difference what volume the oil pump is. When you lose oil *pressure*, it's just a matter of (not much) time before the engine seizes. Why did you lose engines twice? From: Gary Hinkle Sent: Saturday, April 30, 2016 9:43 PM To: KRnet Cc: Brian C Wagner Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling The sump is not the worst place to shed heat. Do the math and look at how many square inchs of surface there is. Why do you think there are fins on the sump? Not only that, the heat is wicked around the entire crank case. This is why the top of the case gets hot. The oil cools the crank, rods, pistons, valves,? and so on. The heads aren't the only path for heat transfer. And yes, I use a cooler. Look up the amount of Btus that a cooler can shed per Sq in. You may be surprised how limited it is. I'm not trying to be a pain. But if someone is going to all the work to pump a large volume of oil into the heads, for which it was never designed to handle, they most likely could be landing when they don't want to due to engine failure. Have you ever flown an airplane with oil comming out of the engine at a high rate. I have, and you will have one heck of a pucker factor. And I have lost engines in flight twice. Pumping extra oil into the heads would be best be done in a test cell for many hours of running to get it right. If at all. Sent from my Verizon Wireless 4G LTE smartphone Original message From: Brian C Wagner via KRnet List-Post: krnet@list.krnet.org Date: 04/30/2016 09:29 (GMT-05:00) To: KRnet Cc: Brian C Wagner Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling I'm sorry, but this is wrong. The sump is the worst place for cooling to happen. Heat is radiated away only at that relatively small amount of surface area, per volume of oil. I'm not familiar with VW aircraft installations. Are you using an oil cooler of any type? A car installation includes the integral cooler that air is forced through. It is there, and throughout the engine's radiating surface, where heat is exchanged to the air. From: KRnet on behalf of Gary Hinkle via KRnet Sent: Friday, April 29, 2016 9:52 PM To: KRnet Cc: Gary Hinkle Subject: Re: KR> FW:? Type 1 Cylinder Heads - cooling While everyone is toying with extra oil to cool the heads. Don't forget, you would pull more oil from the sump. Which would leave less to be cooled. Leading to hotter oil, hotter heads.This is a bad idea. Period! The engineering to fugure out the amount of oil needed in sump, out put of pump, thermal shed, and so on, is way beyond anything worth doing for the amount of return.Power = temperature. This little engine is pretty much putting out all it can, and still remain reliable. NASCAR doesn't use Detroit engines from production cars. They are specially designed just for that class car and special usage.I don't want to seem like a poop. It's just how it is.Gary Hinkle. Corp, Cargo pilot, and seems like
