tommayer wrote:

I believe some of the Franklin info posted below is incorrect.  I have the
type certificate in front of me.
    The displacement is 350 inches, not 335.
    The Poles are currently manufacturing only the 6A-350-C1R  (this from
John Burnaby, the Glassair builder who bought one recently from the factory.
He has section on the Glassair website.) This engine is rated at 205 hp at
2800 rpm.
   The weight is 330 pounds, but that does NOT include the alternator and
the starter.  Burnaby has reduced the weight some by making up new intake
runners.  He has also adapted a Bosch injection system from a Mercedes.  His
engine has been test run, but not flown.
    The engine was certificated with a Bendix pressure carb as well as the
Marvel float types.
    The Franklin, as best I can tell from the type certificates, weighs
between 31 and 37 pounds more than an angle head Lyc 200 hp IO-360.  It
costs slightly more than a third as much new.
    Paul, I'd like very much to know what you think of the Franklin.  It
looks to me as if the engine would not weigh much more than a rotary, and,
for someone unable or unwilling to do the enormous amounts of fabrication
you guys are into, I think it would be a lot easier to hang and probably
cheaper (No redrive. You can use any C-182 prop, thereby saving a bunch in
comparison with making your own constant speed or buying a big bucks MT.)
    One thing I would especially like to know  is whether you can safely
turbonormalize an engine with 10.5:1 compression.
    Thanks.  Tom Mayer

Good question Tom. I don't see why not as long as you keep the intake
temperature down with a good intercooler. I read or heard something
somewhere about the cylinders. I think the sleeve walls are too thin to
rebore as I recall. The sleeves are pressed into an all aluminum 
cylinder as I recall. Is that correct?

Paul Lamar
 
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