How much will it cost to reach 600 reliably? And just in the engine. Not factoring in the rest of the car or labor. I just want to know if going coyote is the better option. Btw my 04 gt is payed off.
Horsepower and money
Mustang8606
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If it takes you more than 10 minutes to fix your carb to the point that it won't have to be touched again except for fine tuning, then you are too stupid to work on anything.
I spend a lot of time at motocross tracks and on the water (in boats dontcha know) Every weekend its one or the other.
Most dirtbikes at the track are carbureted and make ****tons more horsepower per CC than your car does. Most boats are carbureted and never have fuel system related issues.
I have a carbed mustang.
Wanna guess how many carburetor issues I have to report from the vehicles that me, my friends, and close family have owned? One-- My dad wanted his boat to start better in the cold right after he bought it 5 years ago. No problems since.
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You wanna talk about reliability of a system? Piston engine aircraft engines need ****in reliability. The pilot's life depends on it.
Know what those guys run? Their industry standards are:
-NOT EFI (Usually mechanical injection which is even more basic than carbs)
-NOT VVT
-NOT CDI (mechanical distributors, baby)
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Here is a complete list of problems you can have with a carburetor. Both are caused by the same retarded mistake:
1- Gummed up circuits.
2- Bad float needle seat.
Here is a complete list of ways a carb can be damaged:
1- Idiots leaving ethanol and/or **** gas sit still in it for months and months straight (sometims will damage carb, not most of the time though)
2- Idiots physically smashing the carburetor with a BFH.
1- Gummed up circuits.
2- Bad float needle seat.
Here is a complete list of ways a carb can be damaged:
1- Idiots leaving ethanol and/or **** gas sit still in it for months and months straight (sometims will damage carb, not most of the time though)
2- Idiots physically smashing the carburetor with a BFH.
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Generally carbs make 10% more peak Hp if thats what you're asking.
You know the intercooling effect of meth injection? Its like that except it doesnt displace air/fuel volume.
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Lol lets go there. I am an A&P mechanic. First of all most light aircraft is carbed. You're right. They have magnetos as ignition. Get into anything that goes above 12.5k feet it's most likely fuel injected and run low tension ignition. And more likely than that it will be turbo-supercharged. In aircrafts cases you make more power with fuel injection and has a wider range of altitude operation. We will skip jet engines for sake of argument which are fuel injected to a certain extent.
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This is correct. And I would like to add that "modern" aviation piston engine technology is roughly 80 years old! This is, mostly, due to the extremely expensive FAA certification process that aviation engines must undergo before they are able to be sold for use in a FAA certified aircraft. It is a process that not many corporations are willing to finance... Even Honda couldn't make any financial sense of bringing a thoroughly modern engine to the market. The certification process stifles new technology from being used.
Automotive engines and aviation engines is an "apples and oranges" comparison.
And you missed a hell of a lot of things that can go wrong with a carburetor Panther.
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That looks like a neat little engine.
I haven't really been paying much attention to the happenings in the aviation industry lately... And I have always loved prop planes, so I rarely paid much attention to jets.
Business jets seem to be the strongest segment of General Aviation, right now, so it makes sense that Honda would team up with General Electric and bring an engine to that market.
About 15 years ago, Honda designed a direct drive, water cooled, opposed 4 cylinder engine that looked very promising. They did a feasibility study with Teledyne Continental to market the engine, and that was as far as it went. General Aviation took a big hit post 9/11, and the mortgage crisis. The cost of certification, and the already small pool of buyers for the engines, well, let's just say that it wouldn't have made the shareholders of either company, big fans of the project.
No matter. I like the simple 1930's design of the engines. They are simple and reliable, although, maybe not as efficient as they could be.
Here is the Honda prototype.
Sent from my SAMSUNG-SGH-I747 using Mustang Evolution mobile app
I haven't really been paying much attention to the happenings in the aviation industry lately... And I have always loved prop planes, so I rarely paid much attention to jets.
Business jets seem to be the strongest segment of General Aviation, right now, so it makes sense that Honda would team up with General Electric and bring an engine to that market.
About 15 years ago, Honda designed a direct drive, water cooled, opposed 4 cylinder engine that looked very promising. They did a feasibility study with Teledyne Continental to market the engine, and that was as far as it went. General Aviation took a big hit post 9/11, and the mortgage crisis. The cost of certification, and the already small pool of buyers for the engines, well, let's just say that it wouldn't have made the shareholders of either company, big fans of the project.
No matter. I like the simple 1930's design of the engines. They are simple and reliable, although, maybe not as efficient as they could be.
Here is the Honda prototype.
Sent from my SAMSUNG-SGH-I747 using Mustang Evolution mobile app
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Combustion chamber design plays a massive role in the brake specific fuel consumption of an engine. There is a long list of things you can do to design an engine to be more efficient. Simply having pushrods, mech injection, and cooling fins does not mean it can't be efficient.
There is a LOT more to thermal efficiency than just "letz puts an EFI kit on dat an den it will go supa fass n' get doz good empeegeez"!
The platform they are using has plenty of potential for increases in power, reliability, and brake-specific fuel consumption.
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