Hi, I built an airbike with this engine. There is some low cost intake and exhaust wizardry you can do to gain a lot of power on it. The exhaust primaries must be 57 inches, and merge into a colletor, before the muffler. You can put it longitudinally below the engine. The intake runners must be 10 inches each, joining into a 0.350 cubic feet plenum, and the you use a single honda NX400 carburetor into that plenum. That carb is great because it has a diafragm similar to the rotax 912, that gives altitude compensation. PS: I understand the 10 inches of intake runner may be too long to be pratical in some cases, so you can do it with 5 inches. You will loose power but it still way better that original.
I've been checking out your aircraft design , and Les flying videos for years. Can't weight to see tbe results from this new venture . Best of luck , hope she turns out to be a. SCREAMING EAGLE. !!!!!!!
Hello, I admire all You projects. I'm going to finish my FP 202 this year and then I start Legal Eagle building. Btw. Here in Poland is local company that converts VW boxers and B&S Vs into aircraft engines. From Brigg's they obtain around 35-40hp. These are said to be very correct convertions. Can't wait next update from Your workshop. I would love to visit Texas and You one day. Greetings from Poland!
On my VW dune buggies that were straight pipes I would cut the pipe in what was called a slash cut Not a 90degree cut. Then lightly hammer close the slash cut to change the open circle of the pipe to a long oval cut . This produces a very slight back pressure and a sound reduction. The slash cut should make the original 90 degree opening into to a 125% of the original opening ( which is only 25% larger than the original 90 degree cut). It will help with the Db level with no HP losses..
Very good work. Very good approach to testing. Very honest display and results. Am very eager to see how it`ll compare to Verner and half VW and how it`ll fly on Orv.. Please stay at it. Your work/research is very encouraging to many of us.........Jim
Very interesting! I'm building the Legal Eagle XL, have the 1/2 VW engine , not running yet but hope to this summer. Would appreciate video in CC as am hard of hearing, but I can read very well, Thanks for your research. James Hazen
I see that you went with the dual carb set up to fly and the lighter weight flywheel. Did you upgrade the cam too? How many HP do you think its putting out with your upgrades?
So the studs thread in and are torqued to spec with lock nuts torqued to spec , then the redrive plate ? In other words all the force is applied to the nut threads pulling on the stud, and pushing on the case ?
His +-165lb thrust results are very consistent to my experience with that engine. He could do a bit of tail chasing with a slower reduction and prop variations, but he'd probably end up about were he is, thrust-wise. A Mikuni type carb setup helps smooth out low rpm run characteristics, probably because the OEM Nikki carbs have very lean idle circuits.
This might seem like a weird request. Do you what windspeed you get roughly 2 feet away from the propeller at the full throttle? Do you have overheating issues at all?
Interesting. Ever think of bolting this thing, thrust measurement and all, on an old, dead car and driving it around the airport to get thrust at different airspeeds? It would be a relatively safe way to build time, too. Maybe carry a fire extinguisher.
Hello fine gentleman Please review RUclips channel MC30it. So much work has been acheived to avionize this engine already in France. I'm looking forward to a positive result from your labor of love.
correct me if I am wrong, If the stock flywheel is removed, and the lighter billet aluminum is installed, the engine no longer has a charging system, is that correct ? If so, and from what I have read it is, but maybe they are wrong, then you might as well pull the stator and toss it too ?
Im building up the same motor. I just ordered my redrive. You did not mention if you upgraded any of the internals for some of the billet performance parts people sell. Is this stock aside from the redrive? Stock Carb?
Your pipes are so blue you need to go up 4 sizes on the main jet and 1 or 2 sizes on the pilot jet if you only go up one on the pilot jet you’re air fuel mixture screw will have to be turned out 4 or 5 turns from base you may have to drill out a brass EPA plug if air/fuel mixture screw isn’t visible maybe before flight buy a carb not made to mow grass please keep up the 4 stroke V twin stuff I have been waiting for this part 2 video I love it I am building LE-W91 I am using a Generac 990cc V twin and a 1.68:1 re drive Scott Casler is a 12 month wait it’s nice to have options
I know I saw a picture of ORV sitting up at Oshkosh this year, but I didn’t notice the engine. I expect the B & S was on it and was part of your forum presentation. Do you know if the presentation was recorded. I would love to see it, as I didn’t make it up this year. XL-K-42
...Приветствую.Очень много зависит (в креплении двигателя,редуктора) назначение - ,,тянущий,, (ваш случай) или ,,толкающий,,.Должен быть расчет на эти подушки крепления-через проверки на,,тягу,,винта.Сколько КГ тяга на оборотах-средних и максимальных (?)-при 2х лопостях,3х и 4х.Мое мнение - 4 лопасти более отбалансирование.Удачи.
I had to translate this "....Greetings. A lot depends (in the engine mount, gearbox) purpose - ,, pulling ,, (your case) or ,, pushing ,,. How many KG thrust at speeds - medium and maximum (?) - with 2 blades, 3x and 4x. My opinion is that 4 blades are more balancing. Good luck.
I've had mixed results with propeller blade counts, but never with blade length. Longer blades offer more thrust, at least at slower air speeds (ultra-lights). My observation is that 3 bladed prop sets seem the smoothest, although trickier to balance than 2 blades. I've learned to never trust 'factory' prop balancing, especially when more than 2 blades are involved. Ultra Prop seems to have the most accurately balanced prop assemblies, probably due to their blade molding process.
Vanguard 23 has the best power to weight in that CC class. Yours is mostly a dead stock engine, which is a good way to go IMO. If were do do any mod (other than removing governor), I'd convert it to a Mikuni carb. The stock Nikki carb is fine, lacks somewhat in adjustability. This engine in stock form is quite happy running up to 4000rpm, there is some untapped HP between 3600 and 4000 rpm. The thrust you're seeing is right on the money. I'd see 160lbs+- in a pusher app, my lesser difference accounts for some prop shading. I might turn the oil cooler rad so it sees more prop stream.
@@terrylutke then you haven't checked out Red Beard's Garage or Go Power Sports. they have done all the work and testing. Red Beard can get a Predator 670 to 80hp with mikuni, governor removed, billet rods and fly wheel, upgraded valve springs (23lb I think), and headers. might be forgetting a few other things but those the big ones. if you need move power its the way to go.
@@undergroundvideoproduction9222 I've watched several of 'Red's' videos, but not all. I've not noticed independent dyno test results that verify the channel's claimed HP results, but I might've missed it. I did notice that engine parts are replaced in 'stages', with each progressive build stage adding a 'bullet-proof' HP benefit. Like all of these channels, Red Beard's garage is a for-profit show. I'm ok with that for entertainment purposes, but it needn't be considered any form of industrial science. A true search for reliable aviation HP might include independent dyno results, hundreds of hours run time under various aviation loading, post run tear downs, all repeated and repeatable. No one will do this with 2v engines because it would cost a ton. OTOH anecdotal claims are often one-of, usually entertaining and profitable apparently. Having said that, I don't really care what people use to push around their aircraft. However I'm aware of 2 'professionally' built 670 clones that bit the dust catastrophically in-flight.
To add..I've built and flown a couple of clone 670/22hp powered machines, they were crate stock except for gov removal. They performed as well as a stock Vanguard 23 for the time I had them (not many flight hours truthfully). One 670 had a quirky starter or solenoid, which I probably could've gotten warrantied by HF. So there's that..
V motors are vibration monsters. V.W. engines however,have an endless list of goodies to tune them from mild to wild., from cams to big bores to stroker cranks and heads galore.
Quite visible in this video, looks a class 8 earthquake on the Richter scale going on…. I suppose the mounts are designed to handle it, but still must come through to the airframe….
Simply calculate drive ratio from the RPM at which the engine runs, and divide that by what RPM You would like to spin the propeller. Which is ultimately determined by maximum speed of the aircraft, and propeller blade pitch. (And diameter, blade chord, number of blades, and horsepower). It is entirely dependent on what You are doing with it.
I wonder how much more weight a Duromax 999cc engine is than this. It shows 110lbs on the specs as delivered. Also generates 35hp, 60ft-lbs of torque stock.
It's encouraging to see that there's manufacturers making parts to adapt low cost air cooled engines for use in experimental aircraft
Hi, I built an airbike with this engine. There is some low cost intake and exhaust wizardry you can do to gain a lot of power on it.
The exhaust primaries must be 57 inches, and merge into a colletor, before the muffler. You can put it longitudinally below the engine.
The intake runners must be 10 inches each, joining into a 0.350 cubic feet plenum, and the you use a single honda NX400 carburetor into that plenum.
That carb is great because it has a diafragm similar to the rotax 912, that gives altitude compensation.
PS: I understand the 10 inches of intake runner may be too long to be pratical in some cases, so you can do it with 5 inches. You will loose power but it still way better that original.
I love the way these youngsters play with their toys these days ;) Led and Leonard thank you very much for sharing!
You deserve way more subscribers, this is the coolest video ive seen in a long time, Thank You,
I've been checking out your aircraft design , and Les flying videos for years. Can't weight to see tbe results from this new venture . Best of luck , hope she turns out to be a. SCREAMING EAGLE. !!!!!!!
Hello,
I admire all You projects. I'm going to finish my FP 202 this year and then I start Legal Eagle building.
Btw. Here in Poland is local company that converts VW boxers and B&S Vs into aircraft engines. From Brigg's they obtain around 35-40hp. These are said to be very correct convertions.
Can't wait next update from Your workshop. I would love to visit Texas and You one day.
Greetings from Poland!
Michael what is the name of company that does the conversions?
Thanks, Led and Leonard...sounds great!
Thankyou. Looks like a good engine
On my VW dune buggies that were straight pipes I would cut the pipe in what was called a slash cut Not a 90degree cut. Then lightly hammer close the slash cut to change the open circle of the pipe to a long oval cut . This produces a very slight back pressure and a sound reduction. The slash cut should make the original 90 degree opening into to a 125% of the original opening ( which is only 25% larger than the original 90 degree cut). It will help with the Db level with no HP losses..
Very nice! Thanks for sharing.
Very nice. You mentioned the thrust of this engine...as a comparison, what is the 1/2 vw?
Very good work. Very good approach to testing. Very honest display and results. Am very eager to see how it`ll compare to Verner and half VW and how it`ll fly on Orv.. Please stay at it. Your work/research is very encouraging to many of us.........Jim
Very interesting! I'm building the Legal Eagle XL, have the 1/2 VW engine , not running yet but hope to this summer. Would appreciate video in CC as am hard of hearing, but I can read very well, Thanks for your research. James Hazen
@@jameshazen1679 have you tried turning on CC on RUclips?
Good work! These are decent little affordable motors, which seem adequate for this sort of use.
I see that you went with the dual carb set up to fly and the lighter weight flywheel. Did you upgrade the cam too? How many HP do you think its putting out with your upgrades?
Where do you get the bushing for the crankshaft for the crank pulley?? He mentioned Amazon in other videos but I'm struggling to find it
I suggest using studs with nuts for the re-drive attachment to reduce the chance future stripping of the case threads
So the studs thread in and are torqued to spec with lock nuts torqued to spec , then the redrive plate ? In other words all the force is applied to the nut threads pulling on the stud, and pushing on the case ?
His +-165lb thrust results are very consistent to my experience with that engine. He could do a bit of tail chasing with a slower reduction and prop variations, but he'd probably end up about were he is, thrust-wise. A Mikuni type carb setup helps smooth out low rpm run characteristics, probably because the OEM Nikki carbs have very lean idle circuits.
Hey Terry , just cruising though the youtube videos and saw your reply. Too crazy. You are certainly an expert on this subject as I well know!
This might seem like a weird request. Do you what windspeed you get roughly 2 feet away from the propeller at the full throttle? Do you have overheating issues at all?
Interesting. Ever think of bolting this thing, thrust measurement and all, on an old, dead car and driving it around the airport to get thrust at different airspeeds? It would be a relatively safe way to build time, too. Maybe carry a fire extinguisher.
What was the weight of everything? You saved 14 lbs from taking off the wrappers. Did you change the flywheel?
I missed it. Is it a pusher prop set up?
Nice job on the scale.
Hello fine gentleman
Please review RUclips channel MC30it. So much work has been acheived to avionize this engine already in France. I'm looking forward to a positive result from your labor of love.
Please give us info/link on redrive. We salute you Les! Thanks! ...built in thrust monitor, very cool
out of stock, everywhere. following closely tho, i think it sounds great in the air (in the followup video)
correct me if I am wrong, If the stock flywheel is removed, and the lighter billet aluminum is installed, the engine no longer has a charging system, is that correct ?
If so, and from what I have read it is, but maybe they are wrong, then you might as well pull the stator and toss it too ?
Where can i get the redrive kit for that engine?
cool! and it will cut the grass for you too 😂
Im building up the same motor. I just ordered my redrive. You did not mention if you upgraded any of the internals for some of the billet performance parts people sell. Is this stock aside from the redrive? Stock Carb?
one option is to use a Briggs big block engine carb they end up with dual carbs,
Is this usable with that sort of vibration haha?
What horsepower reading could one expect from it? 23-25 hp?
First! Very nice Leonard thanks!
Ahhh...kinda think he needs to get a medical ...from the gasping
Did you end up removing the fly wheel in the end?
Your pipes are so blue you need to go up 4 sizes on the main jet and 1 or 2 sizes on the pilot jet if you only go up one on the pilot jet you’re air fuel mixture screw will have to be turned out 4 or 5 turns from base you may have to drill out a brass EPA plug if air/fuel mixture screw isn’t visible maybe before flight buy a carb not made to mow grass please keep up the 4 stroke V twin stuff I have been waiting for this part 2 video I love it I am building LE-W91 I am using a Generac 990cc V twin and a 1.68:1 re drive Scott Casler is a 12 month wait it’s nice to have options
his pipes are toilet pipes from lowes
Where did you buy the Redrive? Is it something made specifically for this engine or did you modify? Thank you.
Hi the restive comes from India we will have info real soon stay tuned. Leonard
Hang on to your dentures Les!!
I know I saw a picture of ORV sitting up at Oshkosh this year, but I didn’t notice the engine. I expect the B & S was on it and was part of your forum presentation. Do you know if the presentation was recorded. I would love to see it, as I didn’t make it up this year. XL-K-42
The b&s was on it.
I think Rube Goldberg was consulted on this Engine Stand.....
When you was flying with the half VW 45HP walk was climb out RPM and straight and level RPM
anyone know the measurement from center of prop hub (ace redrive) to the bottom of engine (briggs VG 23) ?
Is this a horizontal vanguard engine? I guess what I’m asking is what model engine do you start with? Thanks Dave
It's definitely horizontal
...Приветствую.Очень много зависит (в креплении двигателя,редуктора) назначение - ,,тянущий,, (ваш случай) или ,,толкающий,,.Должен быть расчет на эти подушки крепления-через проверки на,,тягу,,винта.Сколько КГ тяга на оборотах-средних и максимальных (?)-при 2х лопостях,3х и 4х.Мое мнение - 4 лопасти более отбалансирование.Удачи.
I had to translate this "....Greetings. A lot depends (in the engine mount, gearbox) purpose - ,, pulling ,, (your case) or ,, pushing ,,. How many KG thrust at speeds - medium and maximum (?) - with 2 blades, 3x and 4x. My opinion is that 4 blades are more balancing. Good luck.
I've had mixed results with propeller blade counts, but never with blade length. Longer blades offer more thrust, at least at slower air speeds (ultra-lights). My observation is that 3 bladed prop sets seem the smoothest, although trickier to balance than 2 blades. I've learned to never trust 'factory' prop balancing, especially when more than 2 blades are involved. Ultra Prop seems to have the most accurately balanced prop assemblies, probably due to their blade molding process.
Vanguard 23 has the best power to weight in that CC class. Yours is mostly a dead stock engine, which is a good way to go IMO. If were do do any mod (other than removing governor), I'd convert it to a Mikuni carb. The stock Nikki carb is fine, lacks somewhat in adjustability. This engine in stock form is quite happy running up to 4000rpm, there is some untapped HP between 3600 and 4000 rpm. The thrust you're seeing is right on the money. I'd see 160lbs+- in a pusher app, my lesser difference accounts for some prop shading. I might turn the oil cooler rad so it sees more prop stream.
For longevity/safety, would go with billet rods
@@douglasanderson1276 I wouldn't crack open a new vanguard engine to install some web-site after market stuff.
@@terrylutke then you haven't checked out Red Beard's Garage or Go Power Sports. they have done all the work and testing. Red Beard can get a Predator 670 to 80hp with mikuni, governor removed, billet rods and fly wheel, upgraded valve springs (23lb I think), and headers. might be forgetting a few other things but those the big ones. if you need move power its the way to go.
@@undergroundvideoproduction9222 I've watched several of 'Red's' videos, but not all. I've not noticed independent dyno test results that verify the channel's claimed HP results, but I might've missed it. I did notice that engine parts are replaced in 'stages', with each progressive build stage adding a 'bullet-proof' HP benefit. Like all of these channels, Red Beard's garage is a for-profit show. I'm ok with that for entertainment purposes, but it needn't be considered any form of industrial science. A true search for reliable aviation HP might include independent dyno results, hundreds of hours run time under various aviation loading, post run tear downs, all repeated and repeatable. No one will do this with 2v engines because it would cost a ton. OTOH anecdotal claims are often one-of, usually entertaining and profitable apparently. Having said that, I don't really care what people use to push around their aircraft. However I'm aware of 2 'professionally' built 670 clones that bit the dust catastrophically in-flight.
To add..I've built and flown a couple of clone 670/22hp powered machines, they were crate stock except for gov removal. They performed as well as a stock Vanguard 23 for the time I had them (not many flight hours truthfully). One 670 had a quirky starter or solenoid, which I probably could've gotten warrantied by HF. So there's that..
We're did you get your redrive unit ? I've searched and only found one that is discontinued wondering if you could point me in the right direction
www.aceaviation.co.uk/redrives Be prepared to wait. Lonestar Hovercraft in Texas also builds them.
www.aceaviation.co.uk
Assalomu alaykum bu matorni ot kuchi qancha
V motors are vibration monsters. V.W. engines however,have an endless list of goodies to tune them from mild to wild., from cams to big bores to stroker cranks and heads galore.
So are VWs in an ultralight frame
Quite visible in this video, looks a class 8 earthquake on the Richter scale going on…. I suppose the mounts are designed to handle it, but still must come through to the airframe….
Нашёл, что искал. Авиационные двигатели сильно дорогие, а индустриальные вполне мне по карману
Купили..? Во что планируете поставить…?
hello, if you don't mind, could you write why you don't reduce the rotation of the engine by putting a big steepness?
He would lose HPs. (Power).
@@leifvejby8023 maybe ... run it at the correct RPM for power and then the tallest redrive ratio/biggest diameter prop you can handle
Hi Leonard. Can I put a 1.6 wv engine on a Legal Eagle?
I've seen it done on the internet but can't remember where
A 1/2 vw is a cut case of a full Volkswagen engine
Could my friend tell me what the diameter measurements of the pulleys are? Thanks
Simply calculate drive ratio from the RPM at which the engine runs, and divide that by what RPM You would like to spin the propeller.
Which is ultimately determined by maximum speed of the aircraft, and propeller blade pitch. (And diameter, blade chord, number of blades, and horsepower).
It is entirely dependent on what You are doing with it.
Does this conversion keep the battery charging system?
yes
I wonder how much more weight a Duromax 999cc engine is than this. It shows 110lbs on the specs as delivered. Also generates 35hp, 60ft-lbs of torque stock.
I just looked and the BSV23 looks like 91lbs, so the 999 is probably too heavy. That's a shame, they both cost the same on Amazon.
The cast iron flywheel probably weighs 13-18lbs. You can shave off 10lbs right there.
Where do you get the redrive stuff from
Ace Aviation, it's a UK company based in India.
What kind of,fuel will you use to run this,engine?
Gasoline.Petrol.
Probably 100LL or Auto gas, 87 octane or higher.
Helo friend i also making ultralight glider
Whats the weight sitting at
Wonder if this could fill the gap the 503 left behind
The Rotax 503 is 50hp, I wouldn't try to get much more than 35hp out of the Vanguard engine.
📝📝📝
Get Rid of (don't use or rely on) the Bad tach.
Hi
Way to shaky for me to be standing around it that's for sure,,It looks it's going to fly apart
No way would I trust a lawn mower engine in a plane
They are remarkably reliable. And these "airplanes" are slow enough to land almost anywhere.
that thing vibrates way to much.
քʀօʍօֆʍ
Papahh...your engine looks heavyweight...and without modification
You're got brass balls running that contraption test stand like that. I'm outta here before I get decapitated.
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