Jerry, we'll be tearing down our second engine in the next couple of
days.
It has a known apex failure, but we don't yet know how bad the damage
is
inside.  If the rotor housing / side housings are shot, we'll be able
to
contribute to the cause.  Perhaps we'll just include whatever is
useless to
us when we send you the engine mounting template.  Glad to see all

the

Shertz work going on -- we're looking forward to being the guinea
pigs on
this one.

We also need to talk about this P-porting I've seen in the other
streams.
Mark & I have been grappling with what to do, now that Bruce T has
convinced
us that running the Turbo is not the way way to go.  Mark & I will
give you
a call this week to get the full scoop...

Thanks,

Mark & Mark
N512MM

Hang in there guys.   The p port is the way to go.  Combine the Schertz
Beam engine mount which is  lighter in weight than any other,  with the
very light weight P Port  intake (only two runners) and the weight
saving will be significant.  Subtract the weight of the Turbo  and you
will have saved a bunch of pounds.  You will also have saved money and
gained in reliability (no turbo to crap out).  Like Paul said, with the
2:85:1 gear box,  you will have 300 hp on tap  at 7500 rpm.  Can the
Mustang II  use 300 hp?    Why not?   Hopefully, there will be a CF p
port intake manifold under development soon.  That is the last piece of
the puzzle.    Jerry

Oh, man, oh, man, oh man.....I'm finally getting my airplane and engine
close to flying, and now I have to take the engine off and install PP.
Thanks, a lot, Jerry. Thanks a real lot.  (kidding of course)  Paul Conner

 
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