Has anyone ever seen a 300 6 cylinder use in a exp. aircraft? I seen what I believe was a chevy 350 but not sure, in a bearhawk.

Also what is the torque on a O-470?

Reuben

those are very heavy engines...

Umm Nope and wouldn't recommend.... Bullet proof in the Ford ... YES but too much Iron.

What you believe was a 350 chevy was probabally an aluminum block Buick built in the late 1960's.

they weight less than a O-470, at about 385# ( O-470R 410#). But by the time you get the mounts and the thing geared down it would probably be about 450- 475 lbs, but be able to turn a bigger prop.

Does anybody know what the torque on a O-470R is?

Reuben

Ps the Ford 300 I am referring to is the 94-96 year models.

As great as the inline six is in my truck, I wouldn't expect it to make a good aircraft engine. It is very heavy (hence the reason for it being so bullet proof) and only makes about 150 hp (plenty of torque though).

If you want to convert an automotive engine into an aircraft engine, I would suggest something with an aluminum block. I have heard of an ls-1 from a corvette being converted, and have seen a Bearhawk with a Subaru boxer engine but I heard that he had cooling issues. The power to weight on most newer inline 4 engines is pretty impressive but you would probably need a gear reduction system.

who needs hp when you have so much torque . With a turbo charger and a bored out intake manifold I am guessing you could make it put out 200 or over. that being said it still weighs less than a o-470R but with the after market parts I am guessing that it would go above the 470R.... then add oil and coolant... getting a bit heavy.

I was just a thought but may/may not be able to be done. just the first thing a guy has to do is get a plane...... which I don't have......

Reuben

Call me old-fashioned but generally speaking I like my cars to have car engines & my airplanes to have airplane engines.

Reuben, it would be easy to put a ford 6 in a plane. Just make sure you have a big baggage door, plenty of useable weight and don't hit the plane with the forklift.

hotrod. I do kind of agree but a 200 hp+ aircraft engine is not cheap... and with the aircraft in the certified as experimental ya get to experiment right!

jearl: I don't think I would what to run a forklift into any plane... I really don't think that the low hp of the 6 would matter do to all the torque. The ford inline 6 was put in 20,000 lbs dump trucks.

Any of you guys know were I could find the torque on a CONT. O-470R? google doesn't being anything up.

Reuben

PS maybe a honda 3.5L V6 with 270 hp would do better. They even have solid lifters.

Hey and the honda is even been used in aircraft. they use reduction gears I am thinking. but they do weight more.

Reuben

cstolaircraft wrote:Any of you guys know were I could find the torque on a CONT. O-470R? google doesn't being anything up.

If you know an engine's horsepower at a given RPM, you can calculate the torque in ft.lbs. with this formula.

torque = hp * 5252 / RPM

the torque is coming out at 464.6 ft lbs on the 470. But on the ford it is showing that at 3400 rpm it has 231.7 ft lbs but at 2000rpm the spec shows 260 ft lbs. how does that work?

Reuben

The torque isn't the same at every RPM. There are inefficiencies that will increase if you run the engine too slow, or run it too fast. So, there will be a peak torque at some RPM, but that RPM will be different for every type of engine. Some of the things that can affect the peak torque RPM are bore size, bore stroke length, valve diameters, valve timing, valve lift height, etc.

A truck motor will generally be designed for peak torque to happen at a fairly low RPM so that you can get the load moving. A race car will generally be designed for peak torque at a fairly high RPM because that's where it will be run most of the time. An aircraft engine will be designed for peak torque in the range of common propeller speeds unless it's designed to use a reduction drive.

So, peak torque is one issue that should be addressed in order to properly convert an automotive engine for aircraft use. A common solution is to design a camshaft that will change the valve parameters so that peak torque is closer to a particular RPM.

Makes sense. I never thought of that. with that in mind the ford 6 is no the best engine. But the honda 3.5L V6 would make a good engine with a gear reduction of about 2:1 with the motor rpm's being about 4800/ prop rpm of 2400. And at the ENG rpm of 5700 the prop would be turning at 2850... noisy cessna's prop! what is your thoughts on putting a 84" CS prop on the configuration?

Reuben

I think you're trying to reinvent the wheel here.

Nah just remembering the long tread about all the cessna guys who didn't care about other's ears!

Reuben