What he said... then slap an HTV1320 on that thing and FLY...

 

Blown4Banger blows motors.........he has yet to prove he can build one!

 

oooooooo

 

Ok ok this is just a poor idea. If you realize that pure oxygen is extremely volatile then you should be able to figure out that even cutting the mixture still involves injecting some amount of pure oxygen into the system somewhere. If even one thing is wrong all of a sudden there is an explosion and your dead. Thats how reactive pure oxygen is. Thats why nitrous oxide is used in performance applications and not oxygen. The nitrogen and oxygen are chemically bonded and wont cause a reaction until the bonds are broken. In the cylinder under the heat and pressure of combustion the bonds break, splitting the nitrogen atoms from the oxygen atoms. BAM the oxygen reacts with the extra available fuel that was injected with the N2O and you get you increased power output safely.

 

oh btw for the drysump ARE makes one. Pm victoryredss... he has a setup from them

 

You'll lose significant power in higher altitudes for one thing. You'd be better off with a turbo.

Also, your rpm's would be way too high, I hope you at least plan on using a variable pitch prop.

It's a cool idea, but not very practical IMO.

 

nitrogen bonds breaking also release the most energy of any bond breaking...which is why most explosives involve some sort of nitrogen compound

 

Are you trying to make 300 hp at sea level or at like 10,000 ft? Either way, it seems really interesting. I would say stick a fairly small pulley on it, with some decent intercooler upgrades (heat won't be an overwhelming issue at altitude), and it should make over 300 hp, and close to 300 tq, at around 6000, torque should be at like 3000-3500 rpm. A set of forged pistons are mandatory. Probably 10:1 or 10.5:1 since av gas is like 114 octane. Stock cams should be fine.

 

X2

 

There's already a company out there putting turbo ls1's in aircraft (and racing them too), so I can't see why the same technology and techniques won't make an lsj suitable for an airplane.

 

the LS1 turbocharged application is all well and good....but it weighs a HELL of alot more, (more than most airplanes are capable of holding at the scale i'm using) and i don't have 40 grand to dump into a turbo LS1....
so yeah that idea is out, but yeah i think the LSJ would be a nice little brother to that project....and thanks to whomever posted about ARE making dry sump systems that helps me alot...
as far as the dipstick popping out on the dyno, just fanagle some way of some clamp to clamp it down onto the tube and it won't pop out....
keep in mind i just want the engine to be able to operate in neg G and zero G applications, it probably isn't going to be in these situations for any duration of time (i'm not going to fly upside-down, i just want the engine to not lose oil pressure if i hit a little wind sheer and lose lift momentarily....)
anyways thanks for all the input....and to the people that say pure oxygen is so unstable it just bursts into flame....that's a bunch of crap....i use oxy/ace torches all the time, and when i have my o2 spraying by itself nothing happens....this is exactly the way i'm going to incorporate the o2 into my intake (before the supercharger) and i'm aware of the fact that it's possible that the o2 bottle that welding shops use isn't quite 100% pure o2....but whatever it happens to be i'm sure that that will be what i will end up using.

again, thanks for all the input guys i think i'm nearing the end of the planning/ideas stage, i probably will start the rebuild soon, already bought a 2.6 pulley....60lb siemens injectors (wasn't sure if i was supposed to get the high impedance or not but that's what i got...)
and yes, the 300hp 250+ tq goal is just what i need/want at sea level, what i end up with at extremely high altitudes, whatever i get at those altitudes i'm sure will be sufficient. The plane is able to fly with a 100hp motor and cruise at 8000 ft, with a 160hp motor it cruises at 200mph+ at 8000ft, and while my engine will have alot more hp, i don't plan on using all of that horsepower in cruise or top speed applications, i simply want to have that much horsepower for an insane climb rate and a little fun.

!

 

must see pics of this

 

I was under the impression that with forced induction, altitude was not much of a problem, I thought you could adjust for it (more boost). I believe this engine could make 350 hp at sea level no problem, that way at higher altitudes you'll still be making a lot of power. This is a really cool idea!

I would build that engine to withstand like 700hp so that you will have the peace of mind when only running 300hp. forged or billet crank, rods and pistons for sure. Maybe the cylinder sleeve kit that turbo tech racing sells ass well. MURPHY'S LAW man, thats what I go by.......

 

i wouldnt go that far, stock crank is good for 550hp, stock block is good for 500. like i said earlier, go with forged rods and pistons, decent valvetrain, id stick with stock cams to help keep the powerband lower, port the head, and of course the drysump. now that the tvs is out, id run that and do all the cooling mods needed. for 350hp, i wouldnt bother with the oxogen injection. being you are also running leaded fuel, you will need to find compatable injectors, and with the higher octane id bump the compression up to 10:1.

 

i was thinking pretty much along the lines of sharkey's last post....
the oxygen injection thing was just an idea mind you...for racers n stuff, wasn't actually going to use it on the plane but yeah... i'm debating on the higher octane fuel because, correct me if i'm wrong, but wouldn't lower octane fuels work better at higher altitudes? because at lower barometric pressure they would be further away from their flashpoints, thus they would then be acting like a higher octane fuel at a lower altitude?

just curious....i mean i will have the aviation fuels available to me when i begin using the engine in the plane but i theoretically can leave it on 91 (which is the highest octane gasoline you can buy here in california for an automobile)

i'm pretty sure airports carry 100, 105 and 115? correct me if i'm wrong... i've only ever used 100 but i think they have the higher ones...keep in mind that even the 100 is around $5 a gallon here, while the 91 is only $3.90 or so (present time) and i'd like to steer slightly towards economy (if at all possible)

the 91 might also limit my boost factor for compression purposes, and i realize this, but at the same time if i can get 300+ with 91 versus 500+ with a higher compressability factor i'd rather go with 300... that amount of horsepower is pretty much already unheard of on the type of plane i'm going to be putting it on....keep in mind that the original design of this plane is used to using 100-160 horse engine... and unlike a car, in a plane it's very easy to overspeed, overtorque, or in extreme cases rip your entire firewall out of your plane....i already have to beef up the bulkheads/firewall assembly quite a bit to make it withstand 300hp (even though i'd be using it just for climbing), that being said i don't know how possible it would be to get 500 horse at 3k rpm... while 300 is more attainable...


anyways thanks for the thread activity, i'm thinking along the lines of sharkey though yes.