While I took some time away, it was obvious a lot of work was still going on elsewhere and, case in point, is our friend, Russell Sutton. His 14 cylinder Yamaha XV radial engine project is moving right along due to his dogged persistence and commitment to making it happen.
When you look at the engine, you’ll see he’s managed to fit exhaust manifolds from each of the 14 cylinders which join the ring pipe in the rear while still providing clearance to neighboring cylinders and parts. The coils are LS1 units and there’s a turbo which compounds the difficulty of running the exhaust.
Next up is finishing the oil pump manifold and then fitting the injectors into the intake manifolds which he says he hasn’t quite figured out how he’s going to do yet, but judging from the progress to this point it’s a pretty sure bet he’ll have it handled soon.
I still haven’t quite got my head around designing and building a 14 cylinder twin row radial engine using cylinders from a motorcycle, but the simple fact that there are builders out there who can come up with an idea like this and then do it, makes the world a better place. I’m really looking forward to seeing this beauty spinning up.
DWolvin says
Sweet mother Mary Magdalene, that is beautiful.
neal says
FN Amazing !
jon spencer says
Is the compression ratio reduced to what is “normal” for aircraft engines?
Which is somewhere around 6.5 to 1 plus or minus a little.
russell sutton says
The Xv 1700 Yamaha Vee twin engine runs 8.3:1 compression Ratio.
So this is ideal for running boost up to 12 PSI and still be able to fill up with pump gas.
You must not think of this engine as an aero engine. (although anything is possible if you throw enough money at it) Think of it as an automotive radial engine. IE made from automotive parts.
Regards Russell.
bitshifter says
Experimental airplane builder here, “normal” compression ratio for an aircraft engine is more related to the fact that many engines were certificated in the 30’s and ’40s and had to deal with 68-80 octane gasoline. Newer iterations of older engines have higher compression ratios since nobody even sells 80 octane anywhere anyway. The maintain the old compression ratios and engines because you can’t change that without invalidating what’s called the type certificate for the airplane. Basically paperwork problems keep people from bumping up the compression ratios of engines in older aircraft. You can get what is called a supplemental type certificate that would permit you to do things like alter the compression ratio to another value, but you have to retest the airplane/engine combination and file all the correct paperwork with the FAA to prove that it doesn’t negatively affect airplane/engine combination.
Lowflying says
Awesome effort and perseverance!
But what practical use will this have? Or is that the wrong question?
russell sutton says
It probably is the wrong question.
I have a serious bent for radial engines and when I make them I do no put any thougths into
how practical it will be. I just love building them. I run the nine cylinder engine at aero events and the like. That’s the buss for me and talking to interested people who come over to ask about.. There are no good reasons to build these engines except the enjoyment of it.
A lot of people will understand this, others just can’t see why one would bother.
Both my radials are designed for airboats. But these engines cost me to much to go and buy boats as well. Maybe future owns will do just that. The fourteen cylinder engine prop will make over a ton of thrust.
That would be a very powerful airboat.
Cheers Russell
Paul Crowe says
As Russell already said, he built it because he wanted to and most long time readers of The Kneeslider long ago stopped asking “why build it?” about almost any of the projects we write about because that’s simply not the point. Appreciating the concept, design, craftsmanship, problem solving and persistence necessary to actually pull it off, especially when considering some of the almost outrageous projects, like this one, is everything.
A lot of people never build much of anything over the years, for lots of reasons, they may not have the time, the desire, the space, the funds, the skills and who knows what else, but all of those things can be dealt with one by one if someone really wants to. However, even if you’re not in a position to do something like this, anyone should be able to appreciate what went into it if they stop to think about it, for just a few moments.
I’ve said so many times in the past how amazed I am at the wonderful projects that spring up in garages and shops all over the world. People dream up the wildest ideas and then turn them into real, tangible projects, pure thoughts turned into something you can see and touch. Russell answered “What if …?” with action. I love it!
I guess the best answer to “Why?” is simply “Why not?”
Dean says
I just wish I had a little bit of your talent. Magnificent
Humbert Silveira says
Esse motor se encaixa perfeitamente na aviação experimental, tem muita gente que precisa destes motores para concretizarem seus projetos, principalmente réplicas de aeronaves, com motores radiais em escala menor, ou até mesmo e verdadeira grandeza. Parabéns pela iniciativa, tem tudo para dar certo. Vá em frente, o mundo é dos teimosos (persistentes).
Paul Crowe says
This is a great engine project, but it’s not really intended for aviation, experimental homebuilts or otherwise. Airboat maybe, airplane, no.