I have an O-340 they built. In 2020 the cylinders needed some attention and they were very good to work with. Pricing was reasonable and delivered when they said they would.
Curious what they quoted you for the O-375, both dollars and time? I'm researching engines now for a new project too.
They run Hot from what I understand with limited knowledge. I would have considered it anyway for my 4 place cub if it was not a conical mount.
Check out the lightweight flywheel set up that Aerosport can use. Assume you are wanting to use car gas with the low compression? Looses quite a bit of power there from what I have read, maybe 185HP?Yes - constant speed MT 2-blade. 44 lbs + front mount governor.
Planning on Airflow Perf FI, counter-weighted crank, 7.8:1 pistons and self-exciting P114 E-mags. Aero Sport just did the exact same engine also with a hollow crank and it came out 276lbs with a BC alternator.
Check out the lightweight flywheel set up that Aerosport can use. Assume you are wanting to use car gas with the low compression? Looses quite a bit of power there from what I have read, maybe 185HP?
Wish we had some guys who have them giving us real info. If they do run hot? Is that with the tapered Continental ( 1 lb per cylinder less weight than Lycoming)nickel lined cylinders? Is it fact run hot, or?
Hoping for user feedback on these motors.
John?
I have Aero Sport IO-375, Dynafocal, e mags, Airflow Performance system with purge valve. Runs great albeit hot.
I have Aero Sport IO-375, Dynafocal, e mags, Airflow Performance system with purge valve. Runs great albeit hot.
Thank you for this, now I understand what the purge valve is all about. It appears it is used to cover for pilots who do not understand Lycoming's recommended hot start procedures. Yes, if you don't understand what that is, you will tear your hair out attempting to start a hot fuel injected Lycoming. If you do understand Lycoming's procedure you will seldom have difficulties with hot starts.I wonder why Aero Sport is telling me that they want to build it with the Airflow Perf engine driven fuel pump but no purge valve.
Here's AFP's purge valve manual Microsoft Word - Purge Valve Manual 8-28-07.doc (airflowperformance.com)
Modern light aircraft fuel injection systems are of the low pressure constant flow type. Fuel is metered and is delivered to air bled nozzles which atomize and spray the fuel at each intake valve. Airflow Performance and Bendix fuel injection systems meter fuel to the engine based on engine air consumption. The fuel regulator in both these types of injection systems do not return any fuel to the tank, therefore only the fuel that is used by the engine flows through the fuel controller. Vapor in these types of metering systems causes the fuel regulator to operate erratically and poor engine performance will result. This is usually evident during hot restarts. Hot restart problems are a typical complaint of pilots operating fuel injected engines. After engine shut down heat in the cowling and engine tends to boil the fuel in the fuel control, fuel pump and related fuel metering components. Some of the fuel expands in the nozzle lines and gets forced through the injection nozzles and into the engine. This leaves hot fuel and fuel vapor through out the complete fuel metering system, engine driven fuel pump included. During an attempted start under this condition usually results in the engine starting for a moment then quitting. The pilot is then faced with decision of how to proceed with the start procedure. Flooding the engine then cranking the engine until it starts is usually done. This procedure is dependent upon battery life which sometimes expires before the engine starts. Engines which use the high pressure diaphragm fuel pump, experience another problem which influences the ease of restarting the engine. By their design the diaphragm fuel pump acts like an accumulator when the engine is shut down. This keeps fuel pressure on the fuel controller, and leakage in the idle cut off circuit of the fuel controller will allow the fuel to bleed off into the engine. This can cause run on in idle cut off and flooding of the engine initially after shut down. All Airflow Performance, Inc. fuel injection systems come with the purge valve as standard equipment typically installed as an assembly on the flow divider or purge valve. In addition to the above operational issues with this type of injection system, Airflow Performance fuel controls incorporate a rotary mixture control valve. Due to the inherent design of the rotary valve the device does not give zero leakage at ICO. Therefore even though the engine may shut down using the mixture control the purge valve will give a clean ICO under all circumstances.
Denny, The tapered diameter cylinder fins is recent (in the lifetime of our engine's design). Consider this: The heat is produced at the cylinder head where the explosion takes place. Thus the cylinder heads are the hottest pieces of metal with the greatest amount of cooling fin area. Also the aluminum dissipates heat quicker than steel. The portion of the cylinder which is next to the crankcase sees the least amount of the heat, 200+ degrees less. With that in mind, it stands to reason the portion of the cylinder where the heat is the hottest would require the most heat dissipation capability. That portion of the cylinder next to the crankcase would require very little in comparison. Over their lifetimes, cylinders get distorted due to heat and wear. By tapering the diameter of the cooling fins the heat dissipation and cylinder wall temperature is more evenly controlled. The (old) style cylinders had excessive cooling near the bases which could have created heat stresses in the cylinder walls.If you are worried (as you should be) about trying to control cylinder and oil temps in an air cooled engine, removing any heat dissipation fin surface from the cylinder (tapered Continental) does not sound right to me. Just Saying!!
DENNY
Think Continental added larger fins on the head area to compensate for tapered barrels. Think I read it somewhere, maybe someone knows the details.If you are worried (as you should be) about trying to control cylinder and oil temps in an air cooled engine, removing any heat dissipation fin surface from the cylinder (tapered Continental) does not sound right to me. Just Saying!!
DENNY
The Whirl Wind 200A hollow carbon fiber blades are terrific efficient pullers.Johnny have you looked at all the constant speed props? Stewart suggested the Whirl Wind 200 A in another thread. Looks pretty good at 12 K plus 1K and change for governor. And good performance from what I’ve heard.
The extremely aggressive airfoil of the thin, foam core blade 80” 200A is our most dynamic blade to-date and pulls the hardest of this family, provided enough horsepower is behind it.
The 200A Series is a two-blade hydraulically controlled constant speed propeller system designed for aircrafts using a modified Lycoming IO-360, -375 and -390 engines producing greater than 200 HP.