What engine to pick? Whats the best engine combo for the 750 Zenith? - Zenith Aircraft Builders and Flyers2024-03-28T22:04:04Zhttps://zenith.aero/forum/topics/what-engine-to-pick-whats-the?commentId=2606393%3AComment%3A701746&x=1&feed=yes&xn_auth=noNeil
What is your mission? (A…tag:zenith.aero,2019-11-29:2606393:Comment:7017462019-11-29T12:36:48.743ZFred John Thomashttps://zenith.aero/profile/FredJohnThomas
<p>Neil</p>
<p>What is your mission? (And budget)All of these engines are going to work well. In a stol you will be able to go 90 or 100 mph.</p>
<p>You will be at pattern altitude by the end of a 5000 ft runway. Do you plan to operate at high density altitudes?</p>
<p>Then you may want a little extra power.</p>
<p>Personally i have a corvair 3.0 with 15 hrs into phase one.</p>
<p>No you cannot climb at 50 mph for five minutes but the climb performance is simular at 60. Some other engines…</p>
<p>Neil</p>
<p>What is your mission? (And budget)All of these engines are going to work well. In a stol you will be able to go 90 or 100 mph.</p>
<p>You will be at pattern altitude by the end of a 5000 ft runway. Do you plan to operate at high density altitudes?</p>
<p>Then you may want a little extra power.</p>
<p>Personally i have a corvair 3.0 with 15 hrs into phase one.</p>
<p>No you cannot climb at 50 mph for five minutes but the climb performance is simular at 60. Some other engines are not rated for max continuous power. The sound of the corvair cannot be beat. I also know if it ever needs work that is something i can do and for minimal expense.</p>
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<p>Also you will want to research what kind of firewall forward kits are available. Some engines need a header tank and multiple fuel pumps. I prefer my gravity fed carby.</p>
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<p></p> I know what you mean; when I…tag:zenith.aero,2019-11-28:2606393:Comment:7017392019-11-28T21:52:18.187ZCarl Ortonhttps://zenith.aero/profile/CarlOrton
<p>I know what you mean; when I started flying in '78, no headsets and the handheld mic. That plus a few years working in a systems lab with the giant cooling air systems constantly hissing and my hearing is shot, too. Thank goodness for ANR headsets!</p>
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<p>I know what you mean; when I started flying in '78, no headsets and the handheld mic. That plus a few years working in a systems lab with the giant cooling air systems constantly hissing and my hearing is shot, too. Thank goodness for ANR headsets!</p>
<p></p> I understand the physics of w…tag:zenith.aero,2019-11-28:2606393:Comment:7017342019-11-28T17:38:56.733ZDr. Randall Haneyhttps://zenith.aero/profile/DrRandallHaney
<p>I understand the physics of why some don't have sound suppression but after 12,000 plus flight hours back in the day before hearing protection I don't have much hearing left so I need mufflers</p>
<p>I understand the physics of why some don't have sound suppression but after 12,000 plus flight hours back in the day before hearing protection I don't have much hearing left so I need mufflers</p> Well, as I stated, I was disc…tag:zenith.aero,2019-11-28:2606393:Comment:7015102019-11-28T15:48:47.615ZCarl Ortonhttps://zenith.aero/profile/CarlOrton
<p>Well, as I stated, I was discussing experimental engines. The Continental *does* have a muffler in a Cessna, but not (usually) on experimentals. Doesn't for a fact on mine, using the Zenith-provided FWF kit. It *does* have shrouds for cabin and carb heat, but they are just around the pipes, not miufflers. My AeroVee VW conversion in my Sonex didn't have mufflers, either. It's probably more a function of the engine supplier for experimentals. Now you've got me thinking... I dunno about the…</p>
<p>Well, as I stated, I was discussing experimental engines. The Continental *does* have a muffler in a Cessna, but not (usually) on experimentals. Doesn't for a fact on mine, using the Zenith-provided FWF kit. It *does* have shrouds for cabin and carb heat, but they are just around the pipes, not miufflers. My AeroVee VW conversion in my Sonex didn't have mufflers, either. It's probably more a function of the engine supplier for experimentals. Now you've got me thinking... I dunno about the O-200D continental that TCM sells. I would think that it would *not* come with exhaust, simply because there's too many variables WRT installation specifics etc. dealing with cowl exits.</p>
<p></p> As an A&P I spent my care…tag:zenith.aero,2019-11-28:2606393:Comment:7016352019-11-28T14:23:12.893ZDr. Randall Haneyhttps://zenith.aero/profile/DrRandallHaney
<p>As an A&P I spent my career working on various engines. In GA cabin heat usually comes from your muffler shroud. I have flow some Lyc that did not have a muffler and it is impossible with our headphones, The UL and Viking both have mufflers as does the Cont. I prefer the UL muffler system simply because of how it is laid out.</p>
<p>As an A&P I spent my career working on various engines. In GA cabin heat usually comes from your muffler shroud. I have flow some Lyc that did not have a muffler and it is impossible with our headphones, The UL and Viking both have mufflers as does the Cont. I prefer the UL muffler system simply because of how it is laid out.</p> Randall; Most aviation engine…tag:zenith.aero,2019-11-28:2606393:Comment:7015062019-11-28T14:14:42.980ZCarl Ortonhttps://zenith.aero/profile/CarlOrton
<p>Randall; Most aviation engines IN EXPERIMENTAL AIRCRAFT do not run mufflers. While I'm not intending this response to be comprehensive, I'd venture to say that I'm not aware of any U.S.-based engines that run mufflers. I'm sure there may be some, but unless it comes that way from the factory (perhaps UL or Rotax), Continentals, Lycomings, Corvairs, and I'll even venture to say that Vikings do not come with mufflers. There may be some other nations that REQUIRE muffling, but not here. The…</p>
<p>Randall; Most aviation engines IN EXPERIMENTAL AIRCRAFT do not run mufflers. While I'm not intending this response to be comprehensive, I'd venture to say that I'm not aware of any U.S.-based engines that run mufflers. I'm sure there may be some, but unless it comes that way from the factory (perhaps UL or Rotax), Continentals, Lycomings, Corvairs, and I'll even venture to say that Vikings do not come with mufflers. There may be some other nations that REQUIRE muffling, but not here. The relatively low compressions do not create a lot of noise in comparison to prop noise.</p> I looked at his site and it l…tag:zenith.aero,2019-11-28:2606393:Comment:7017162019-11-28T05:29:23.029ZDr. Randall Haneyhttps://zenith.aero/profile/DrRandallHaney
<p>I looked at his site and it looks like it is installed with out any mufflers. Is that right?</p>
<p>I looked at his site and it looks like it is installed with out any mufflers. Is that right?</p> Just to throw another thought…tag:zenith.aero,2011-01-26:2606393:Comment:900432011-01-26T18:45:10.026ZPhillip Owenshttps://zenith.aero/profile/PhillipOwens
<p>Just to throw another thought into the arena, I just watched a video of Rotec Engineering running a Jabiru 3300 with WATER COOLED HEADS! Not only did this keep CHT's down it also kept EGT & Oil Temps down, and for those of us who live in cold climates provides a perect cabin heater arrangement. No probability of shock cooling during a rapid descent either.</p>
<p> Just something to consider.</p>
<p>Just to throw another thought into the arena, I just watched a video of Rotec Engineering running a Jabiru 3300 with WATER COOLED HEADS! Not only did this keep CHT's down it also kept EGT & Oil Temps down, and for those of us who live in cold climates provides a perect cabin heater arrangement. No probability of shock cooling during a rapid descent either.</p>
<p> Just something to consider.</p> I'm still all over the map re…tag:zenith.aero,2011-01-24:2606393:Comment:897472011-01-24T21:44:41.561ZTodd Nuttallhttps://zenith.aero/profile/ToddNuttall
<p>I'm still all over the map regarding an engine choice. I have been intrigued watchin "Cub Crafters" of Yakima Washington develop a really cool LSA cub model. They are now using an ECI engine (Lycoming derivative) to get 180HP for takeoff and 80HP continuous up to 12,000 feet. If the CH750 can handle the weight (245 dry), that seems like a great option for those of us out in the western mountain states where much of our flying will be back country stuff above 5000 MSL.</p>
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<p>Does…</p>
<p>I'm still all over the map regarding an engine choice. I have been intrigued watchin "Cub Crafters" of Yakima Washington develop a really cool LSA cub model. They are now using an ECI engine (Lycoming derivative) to get 180HP for takeoff and 80HP continuous up to 12,000 feet. If the CH750 can handle the weight (245 dry), that seems like a great option for those of us out in the western mountain states where much of our flying will be back country stuff above 5000 MSL.</p>
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<p>Does anyone know anything about this engine? Following is an excerpt from the their website...</p>
<p>...CubCrafters worked closely with ECi, of San Antonio, Texas, on the <b>CC340</b> engine, which is fully certified to ASTM standards for Light Sport Aircraft...the <b>CC340</b> is a thoroughly modern version of the venerable Lycoming designs...Therefore, any mechanic trained in the repair and maintenance of Lycoming is equally qualified to work on the <b>CC340</b>. Modern updates include dual electronic ignitions (no heavy magnetos) and lightweight accessory<span id="mce_marker"> </span></p>
<p>components. In addition, an innovative cooling plenum more efficiently directs airflow to the cylinders and oil cooler. CubCrafters created a new, less restrictive 4-into-1 exhaust design that weighs just 6.2 pounds (half that of comparable systems). The alternator mount was modified to fit closer to the crankshaft, making the belt shorter and lighter.</p>
<p>The result is an engine that weighs less than 250 pounds, and is rated at 180 horsepower for takeoff and climb, and 80 horsepower for continuous power settings. At cruise power, fuel consumption is as low as five gallons per hour. Used as specified, the engine has a 2,400-hour TBO.</p>
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<p>Thoughts?</p> I attended the Corvair Colleg…tag:zenith.aero,2010-11-06:2606393:Comment:792712010-11-06T08:18:31.244ZJimmy Younghttps://zenith.aero/profile/JimmyYoung
I attended the Corvair College held near Orlando this spring. I witnessed Dan Weseman & take his WW Corvair- powered Wicked Cleenex doing 90 degree climbs, rolls, loops, and a lot of other manuevers I don't even know the names of, none of which would be done in a 750, at least not intentionally. If the WW Corvair can do that, what would keep it from handling the take-off angle of the 750 and much more? The only possible issue I can think of would be overheating at full throttle low speed…
I attended the Corvair College held near Orlando this spring. I witnessed Dan Weseman & take his WW Corvair- powered Wicked Cleenex doing 90 degree climbs, rolls, loops, and a lot of other manuevers I don't even know the names of, none of which would be done in a 750, at least not intentionally. If the WW Corvair can do that, what would keep it from handling the take-off angle of the 750 and much more? The only possible issue I can think of would be overheating at full throttle low speed climb, & all air-cooled engines must deal with it. Time will tell when the first Corvair powered 750 develops some performance data. WW and his "Corvair Movement" associates/vendors have high quality products and are the most innovative & independent people I have ever met. Going to a Corvair College is well worth the time & money spent, just come prepared to get dirty & learn a lot.