Another engine build update. Late January 2023 I was sent this picture of my engine dangling from a fish scale weigh.

The engine weighs in at 259lbs with both alternators, starter, flywheel, EFII fuel system and wiring. For comparison a Lycoming 0-235L2C (the engine the Long-EZ was designed for)  is 249lbs (118hp). An IO-3601B6 (angle valve) is 333lbs (200hp) we are going for 260HP, so power to weight ratio is good indeed.

Importantly, I’m not too far off a standard Long-EZ in engine weight as I have concerns about possible weight and balance issues. I DO have a lot of weight in the instrument panel, the pilot seat 2″ forward along with two batteries and the electric nose lift.

I also have radiators, ducting, water/coolant and fittings to still add to the engine weight. My hope is that I don’t have to add useless weight in the nose area to make the safe W&B numbers. We will see.

Here’s the induction inlet.  That’s probably 3.125″ OD as a 3″ silicone coupler is a good tight fit. It has been installed facing down. After some discussion and further measuring it is confirmed this cannot fit my cowl. The engine builders are now working on options to have it pointing forward (towards the nose) so I can join the RAM air via a plenum in a straight line. This is adding to delay issues.

We had a problem with the exhaust pipes. The ones I ordered were for the angle value but we changed to the straight valve and I didn’t think to correct the order. They didn’t fit. The pipes were returned to the manufacturer and for an impressive price this was corrected. We have an exhaust!

There has been an issue with a similar engine not bedding in the rings as expected. I think there is going to be a change in the way the cylinders are ‘cross hatched’ that should resolve that problem. There has been some delays associated with trying different rings however I think the OEM ones will be used.

Another change is to swap out the studs for the standby alternator for bolts. This is so I can get the alternator off without removing the engine off its mounts. The  position is at the opposite end to the prop so it sits right up against the firewall.

I still expect to have to penetrate into the firewall to make enough space. It is possible perhaps to mount that alternator on the unused CSU mount. However being right over the hot exhaust pipes and possible cowl interference is something for a Plan B if I have to go that way.

Some good news is that I will have an engine belt driven water pump AND an electric boost pump. I like the redundancy of the two power sources. Belt drives are will proven and I’m told better for our purposes than an accessory case gear driven pump. I will probably add fans for the two coolant radiators to assist ground cooling. Its easier to not turn them on if I don’t need them than the other way around!

Overall it is 17th of March today, I have no engine and no delivery date. It is getting closer. We need to solve the induction placement issue, confirm the rings issue is resolved and then get it on the test stand. Maybe April?