An interesting thread. Especially for me. I have been flying behind a Continental O-200 for the past 10 years here in the USA. I see no reason that I won't be flying behind that engine in the next 10 years.
I didn't see this question asked, so pardon me if it has. Why a V configuration? It shakes. A 180 degree flat twin does not shake. See http://sense.net//~blaine/twin/twin.html
Rigth, but a flat two or four torques.
The difference you feel sitting in a C 172 with either a 6 or 4 cylinder engine is due to different reaction torque variations.
A 90 degree V2 two stroke will be closer to a 6 cylinder than a 4 cylinder four-stroke torquewise.
A fourstroke flat 4 does not shake but a 4 inline does two times per rev.
A 90 degree V2 twostroke will shake two times per rev one fourth of what the corresponding inline 4 fourstroke would have done.
An interesting thread. Especially for me. I have been flying behind a Continental O-200 for the past 10 years here in the USA. I see no reason that I won't be flying behind that engine in the next 10 years.
People from lower and envious classes will considder leaded fuel criminal.
Future aircrafts designers will be led astray by lower engine and fuel mass.
Hello,
I've just been reading this thread and noticed there was no mention of the Rootes TS3 which is a great design which with modern materials could be made even lighter.
Hello,
I've just been reading this thread and noticed there was no mention of the Rootes TS3 which is a great design which with modern materials could be made even lighter.
There is an awfull lot of highly loaded bearings that do not rotate but oscillates.
Two strokes with reasonable piston speeds gives push all time and no pull where an oscilating bearing can be lubricated.That is why small petrol two strokes have needle bearings in piston.
