Hi Paul, I didn't buy the motor mount with the motor, Milo still
has it along with trailer, firewall, cowl and VDO test
instruments for sale. I have the engine (with tech weddings oil
pan mount), psru and wiring only
Alex
Paul, Jeff's plate and your design certainly looks strong enough
judging from the BD4 and what you wrote. What do you think about
attaching the nose gear to the oil pan mount plate I already
have, and supporting the rear of the engine on it, having Jeff's
plate on the front end? I have all the wiring you did for Milo on
the top of the engine, was that wiring intended to be permanent?
That might get in the way of any supporting strut supporting the
engine from the top,
Alex
You might as well use the whole installation as is and plug up
the holes on the firewall and beef up the firewall for the new
hard points. The existing Tango hard points are in the right
places for strength. It will be a bit of a kludge.
It will need a new cross tube to stabilize the lower compression
tubes. The upper tubes may be too high for the Tango so they will
have to be replaced. The RV8 has a high firewall.
Milo spent a lot of money on that and you probably bought it at
a bargain price. The cast alloy oil pan is not deep enough but
you could sell it on ebay for a couple of hundred. Some guy
with an RX8 would love to have it. Then build a steel oil pan
with enough strength for the front gear. The rad will have to
come out from underneath if you use a nose gear.
The wiring is intended to be for testing but it could be made
permanent.
May need a few tie wraps to stabilize it.
The rubber motor mount heat problem can be worked around with custom
rubber bushings made from sheet silicone rubber. Perry Mick made
some. You will need to make a 2.5 " OD punch to cut it into
doughnuts using a hyd press and a steel backing plate.
Paul Lamar
The rad was just positioned under the motor temporarily while
Milo did testing. Milo bought the oil pan mount from tech welding
in KY, noted on the silicone mounts.
Alex
I know its supposed to be quite light according to Milo's hangar
partner, but more than 3 bucks per pound for sure. Don't know the
weight yet, haven't got scales currently but there are new scales
coming in a few weeks, the old ones were owned by an employee that
left. You can see my current mount consists of 4*4 blocks :-)
Alex
That oil pan is big bucks. It would sell fast on ebay.
IMHO you need about 10 quarts so it is not ideal for AC. My 230
HP O-470 is 12 quarts. Takes longer for 10 quarts to heat up on
take off.
If I were showing my RX8 at car shows I would like to have the
oil pan. I don't go to car shows so nobody would ever see it :)
That is a nice hangar. Is that in Williston?
Did John Travolta used to live there with his 707?
Paul Lamar
The O470 also needs a lot of oil because it can burn a quart of
oil per hour and still be airworthy.
Matt-
Mine burns no where near that much and that was near TBO.
More like a quart in 5 or 10 hours.
Paul Lamar
Right.. You have an apparently fairly average O470. But, as I said,
they typically go from break-in of a quart every 5 hours, to a quart
every 15 hours during mid-time, and then back to a quart every 2-3
hours when the rings are tired, and finally a quart every hour. It's
in the docs from Continental to allow quite high oil consumption.
That's for the normal compression O470's. Yours might be different,
given that it's the high compression Euro-spec O470U.
None the less, as you say, the large oil pan helps with managing
cooling load, but also is necessary so that a loose (but still
airworthy) engine doesn't run out of oil during a normal flight. An
R985 has a 40 quart (ten gallon) oil tank.
http://www.avweb.com/news/savvyaviator/192775-1.html
"Oil consumption is not a major factor when assessing if an engine is
airworthy. Lycoming and TCM publish maximum acceptable oil
consumption values, usually something like 0.006
pounds/hour/horsepower; for a 300-hp engine, that works out to a
whopping 1.5 quarts/hour!"
Matt-
It used to be that Ford would NOT warranty an engine for oil consumption
unless it used more than 1 quart in 500 miles. The Chrysler engines,
especially the big blocks, would burn a quart between oil changes until they
got to about 20,000 miles. Then the rings were fully seated (chrome
face) and
not burn oil until around 150,000 miles. That was when a SBC was clapped
right out at 100,000 miles.
Dale Davies
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