Yes, I run a CAD based structural engineering company and drew it over several months, the machining was done by Ace Aviation in India, supervised by its British owner. He sells them worldwide, it has 62 hours flight time now plus ground running tests. It's coped with oil leaks onto the belt, much prototyping work and is fine. I have no financial interest but think John sells them around $450 plus carriage. Standard ratio is 1.8:1
Raised compression by special pistons and stronger connecting rods, rather than skimming the heads. Advanced ignition 8° Special camshaft Packers to valve springs to allow higher revs Stainless exhaust valves to withstand heat Roller tipped higher ratio valve rocker levers, 1.5 ratio instead of 1.1 Bigger carb off the 990cc model but with jet kit for operation at 5000' (Briggs accessory) Open up inlet manifold to suit bigger carb butterflies longer tuned length exhaust tubes 29mm bore. NGK Iridium plugs Machined 3 kilos off the flywheel, then balanced and spin tested. Cheers Kev
Depends, as a pusher you keep the cooling but the exhaust is way lighter, so budget on just under 40 kilos, reduction drive included, it weighs 3.89 kilos on its own than just about any I've come across. This includes the very heavy duty starter, if you go more stock and use the standard starter in a free air cooled tractor installation you are under 35 kilos You get a hidden saving as it only burns 6-7 litres per hour, so can run with a smaller tank, I got from East Yorkshire to the Isle of Wight, 250 miles and burned 23.4 litres of fuel, with a two stroke I'd have been lucky to arrive without a mid trip fill up of the 35 litre tank.
if i may suggest it, use the "long" version of the black oil filter.....part number 491056.....it is the same as the short one...just has more filter surface area and so can filter more oil as it passes through the system.
Hey thanks Maverick, as use in this application is more stressful that looks a good idea, although use in the air is much less likely to experience large volumes of dust and contaminants compared to ground-level machinery. I stripped her at over 100 hours and found zero wear, although at 160 hours the camshaft broke, probably a combination of stronger springs, high lift rockers and high lift cam. Now rebuilt using one less packer under the valve springs and a steel bar up the centre of the camshaft. Precision cams make a reinforced iron cam and also a billet steel version, looks like when building from scratch this is the way to go for long term reliability and peace of mind. What experience have you got on this motor and what application please?
Hi Diego If you are in the USA I would suggest buying the engine itself from Performance V-Twins in North Carolina, contact is Al Hodge, mine is built using his parts bought from the UK distributor as Al doesn't sell into the UK. The engine to buy is the 'Eagle IV' state of tune. Reduction is from Ace Aviation in India to my design, you can buy from them direct, they sell worldwide. Cheers Kev
Exhaust needs to be 38" to work properly, nowhere to lose the length so over the top it goes. Fan blows onto engine first, exhaust second so cooling unaffected.
This makes a whole lot of sense. Did you order trike from Aceaviation with this motor? Seems like a great alternative, will likely be very reliable and cheap spare parts!
+Garrett Speeter Trike is from Ace Aviation, they made some raw parts so it was easy to drill and adapt to suit the Briggs; Ace made the redrive to my design drawings, it works well and they've sold 50+ worldwide now
Reduction is from Ace Aviation, India, he's a Welsh (UK) guy and runs a factory over there with his Angle Indian lady, to keep prices down. I adjusted the design from his original to suit the Briggs Vanguard, Google it for contact details if you want one. I have a drawing to lighten the flywheel too if there is a way to email me privately (to avoid the spammers on here) am happy to send over drawings and stuff if it helps you get in the air.
Reduction is 1.8:1 on the Briggs engine, max rpm 4,500, so propeller spinning at 2,500rpm. 2.36:1 on higher revving motors doing up to 6,250rpm. Used the carburettor from the 990cc Briggs, but fitted with 5000 feet jets. Keep the inlets separated for good running, not one big inlet carburettor.
Hi Anees Three blade carbon Lugaprop, square tipped, used to have a Kiev but the scythe tips means it cannot be trimmed. After getting reasonable results with a 1520mm that the maker recommended, I did a plot of distance travelled per rotation, against circumference, and measured the tip angle using CAD. Anyone can do this, found the minimum was 8.23° and mine were at 6.9°. To enable coarser pitch without slowing the rpm, trimmed 25mm off each tip so prop was 1460, which is same as the Arplast for Rotax447. Now tip pitch is 8° and top speed is much faster, up to 70mph from 65mph. Also throttle down from 3/4 to 1/2 to maintain 4000rpm and still flies level. So tips must have been slightly negative. Acceleration slightly less but pickup much improved. May try a degree or two more but as all torqued and wirelocked up this can wait...
Kevin, Great engine project. I have a need to build a Luciole like direct drive engine (48" prop restriction and weight needs) and having a hard time obtaining drawings of the parts required to modify the B&S 670cc engine. I would like to have Ace Aviation then produce the parts so that builders with similar needs in the USA could match what Columban has done. I have followed your comments on the small 4 stroke forum for several years and hope your knowledge and contacts in the field can help me. I have already made inquiry with John (Ace) but he had not done such a direct drive mod to date and lacked the data. He did express interest if such design data was available. Thanks, BigBen
+Teri Payne Hi, this was stuck as CZcams assumed it was spam; I'm not a huge fan of the Luciole setup and reckon he should have driven the prop off the PTO end, so the exhaust side gets the best cooling and carb manifold catches the heat. Snag is that means no generator, as if you keep a heavy flywheel and stick a prop on the other end of the crank it can go into nasty harmonics and break it. If Michael Columban had popped the generator and ignition setup onto the taper flywheel end the engine would be the right way round, like a motorcycle, carb behind the fins preventing icing. You could then just fit the starter ring gear spider as normal and no particular weight penalty.
Exhaust length is supposed to be 40" but I could only squeeze 38", got the figures from an online calculator, just insert rpm power band desired and the cam timings plus cc per jug and it adds it up for you. Weight is around 40-43 kilos, that silencer was too small so now is much fatter, made from 22gauge stainless flue liner parts. Much quieter too.
На такую телегу с таким классным моторчиком нужно ставить колёса с бОльшим диаметром. Летать можно далеко, а большие колёса позволят безопаснее садиться на выбранные с воздуха площадки.
Nice powerplant. Considering that on my spitfire ultralight. Don't spend too much time in front of that prop...seen props dismount enough times for whatever reason. Again nice engine choice. Should burn way less fuel than my rotax 503 😉👍
Very cool.....Thanks for the video and the info on the reduction drive.....Do you have any inflight video.? Briggs engines have been pretty reliable since I was a kid. More Videos..!!
Intended as a general assembled view for creative aviators, wishing to also build their own, a smartass was always going to stumble upon it sooner or later ;-) Maybe your lawnmower can do this? czcams.com/video/Z_opbude6eM/video.html
Looks/sounds great! Love the exhaust treatment. You calc the pipe length for tuning? You know the weight of the engine/prop/re-drive? Thanks for posting.
Hello friend, I have an equal engine and I need your help please i need to know which propeller vc size ussou and caught the pass, and if possible the size of the pulleys used in this engine. Here in Brazil I am not able to hit the spinning motor with the propeller I thank you from the heart
+juari tchornobay HiIf you email me privatyely I can pass you the names of pilots in Brazil using my reduction drive design and flying with this engine; his name is Kleber Alvez Adorno and he lives near San Paolo
Hi Kevin, A few questions if I may. First. Tell me about the rubber isolation mounts your using on the top of the engine. Details so I can get them here in the States. Second. What program / camera is it you are using that shows data during flight? Nice work! My Dragonfire Generac is pumping out 50 + HP now. Oh, And the name of the prop please. Fly safe!
Hi Dagster Top anti vibration mounts are Lord 200P-45, 2" with a 3/8" middle hole and 3/16" corner holes; can't get them in the UK now ;-( Where the strut alloy bars mount to the head/inlet manifold the bolt has a spacer through and plastic washers above and beneath the strut so it can freely pivot, this stops the engine pulses getting into the airframe and removes the need for bracing. Prop is a LugaoProp, sold by Vasili in Canada as a KoolProp I believe, it has square tips so can be cut down and the tips refilled with marine epoxy paste, which is why I used those intead of the scythe tipped Kiev Prop. You have to drill small weepholes in the ends to let any moisture out for balancing. Needed to trim to suit the horsepower. Camera is a Garmin VIRB Elite, saves as an MP4 plus the Garmin software is free from their website, Google VIRBedit. It accepts the GPS output file (GPX) and you can choose aviation or other overlays. I even got an MP$ from another camera and used the track from a Garmin GPS to make the one flying across the English Channel. 50hp sounds good, you have the 990cc engine, mine's the 627 or 38" Briggs Vanguard and estimates are 33-35hp. Since trimming the prop and coarser pitch am burning 4 litres in 46 minutes flying time plus maybe 5-10 minutes taxi and warm up; that's 5.22 litres per hour at 57-60 mph
Briggs and Stratton 38 series, with carburettor from the 61 series, 10:1 pistons and high lift roller rockers. Only change I would make if building another would be to fit a billet camshaft, as the iron one broke at 120 hours. Reduction drive was my design made by Ace Aviation, they have continued to build them for others and made over 200 now. aceaviation.co.uk
Ace Aviation made the redrive, I did the design work on CAD then mailed it to John in India. Very low cost there and high quality. Aceaviation.co.uk is their website, over 50 made now worldwide
Wow! that could be handy! What did it cost if I mind asking? Btw do they ship to you from the UK? I am in Europe, so shipping from India would put lots of extra fees, taxes etc.Thanks
Hi Gary, do you mean the trike or the motor? Trike is from Ace Aviation, they ship worldwide, motor is modified using parts from Performance V-Twins, North Carolina, reduction drive also from Ace Aviation, website is aceaviation.co.uk
So how about the noise level? is there a valuable nise reduction compared to a 2 stroke of similar hp? Now that you have a finished 4 stroke unit it would be interesting to hear. Thanks
Yes, static thrust with a fine prop at 60" was 100 kilos, but this was too fine to fly faster than around 45-50mph; to reach 60mph prop was trimmed to 57" and set coarse, this meant less static thrust and acceleration but faster cruise. A Simonini seller advises this is equivalent to 33-35hp with their engine
Hey Kevin,,, Nice work!! Do you know if there is any way to reverse the air flow created by the flywheels fins so this engine could be run in a tractor configuration?
On pusher you need the fan, on tractor the exhausts are in the lead so hottest gets the airflow, so will probably be OK without fan. On the luciole direct drive the French have inlet leading and hang prop where the fan used to be, which I think isn't ideal. When a reduction is fitted to access higher rpm for more power, the prop sits on the PTO side so a tractor aircraft will get ideal cooling, as exhausts are also on PTO side. Would run CHT gauges if fan and cowl removed though! Cheers Kev
Two reasons, the carb is very prone to icing and I've even had to shroud the air filter to gather warm air exiting the cylinders and duct it upwards to the K&N filiter. The other is the ideal tuned length for the exhaust is around 38" or 1m, so the headers were taken upwards to add as much tube as possible in a compact space. Check the better Mudbuddy silencers and they all add header tube deliberatley, the stock short tubes restrict power
Ok Sr Kevin, fico grato pela sua atenção,você poderia me enviar o email do Sr John, quero comprar dois kits , eu e meu amigo.Esse equipamento é somente para vôo solo?
Designed it myself and had it made by a British friend, who runs a Microlight factory in India, he carried on making them and improved various features, feeding back so the design CAD drawings could be refined. Last time he talked he'd sold over 150 all over the world as it fits any industrial engine make with SAE hole pattern. I can send you a Drop Box link if you can get your email over and you can look at the drawings in pdf format for yourself. To buy a full redrive complete with belt etc go to aceaviation.co.uk, mail John Penry-Evans, he can parcel you one up for very low money. I put 120 hours on the reduction and belt was still going strong, with adjustment checks around every six months flying.
@@WorivpuqloDMogh It comes with an oil cooler, mine kept the fan and stayed cool to 7,000+ feet at full throttle, others assumed the propeller would be enough cooling so ditched the fan, they cooked...
@@KevinArmstrong4154 aah sweet! Yeah. They probably didnt take into account that the air gets thinner. Still, i think a Briggs engine is great for these applications. They are already made for running at high RPM for a longer period
Hello Bob Bought a pit-bike silencer for around £13 from a Chinese spare shop in the UK; stripped the can, got a Walker Exhaust 32mm (1.25") 45° bend and spent an hour drilling holes in it. This formed the core of the silencer, much stronger. Opened up one end (lathe or port cutting tool in a drill) so the tube could slide into it Can and end caps are reassembled using 4mm stainless Pop Rivets. If you mail me at kevin 'at' factory-fit 'dot' com can send over some sequence photos. Cheers
I did. Used Suzuki/KTM carburettor heater bolts. They require an 8mm thread next to the butterflies, screw in plug and feed12v to it. Didn't realise how effective it was, until the terminal vibrated loose and she iced up and faded in five minutes at steady cruise. As this happened a few weeks after crossing the English Channel it was a bit of a shock... After that I fitted two, fed by a simple relay. They were automatic, running off a switch swapped for the stock oil pressure unit, it worked in reverse, closing the switch 'on' when oil pressure rose after start up. In winter snow this was swamped so a modicum of warm air was added.
@@KevinArmstrong4154 I was thinking of a heat collector on your exhaust pipe with a metal tube inserted into the air intake box. The heat bolts sound a lot simpler as long as they do the job . I never heard of heat bolts before. great invention.
@@danielkeirsteadsr6939 If you could see the rig close up, you can note the warm air coming off the fan cowl is plenty, after winter temperatures swamped the heater bolts I popped a small cover over the air filter to part cover it, this killed the last remaining ice altogether in any temperatures
Greetings Mr. Armstrong! How are you? I wait that all ok! My dad watched your video some days ago and he liked so much! He asked me to ask you if you would like to sell your Briggs with reduction? If you have contact by e-mail you can talk. He is building a experimental airplane and would like to know better your great work. He´ll need all help to this, then I came here to help him talking with you! If you can send me your e-mail I´ll be glad, since now, thank you for your attention!
aerodeslizadores HiAnti clockwise viewed from the back of the trike, Propeller or Power Take Off side. Clockwise viewed looking backwards from the front seat of the trike or flywheel fan side. So I had to buy a Left Hand Propeller after changing to the Briggs engine, from a Rotax 447 with 'B' type gearbox. The rotation of the propeller with the Ace Aviation Reduction Drive is the opposite of a Rotax gearbox output. Hope that's clearKev
Longest continuous flight was 3.75 hours from Beverley, East Yorkshire to Isle of Wight, burned 23.6 litres of ordinary grade petrol. Longest trip was France, 280 miles in two hops
Interesting, I've always wondered the potential reliability of these power plants. I will say you have some nerve running that belt drive and a lack of safety wire, but if your getting 4 hour runs and you are around to tell about it, who am I to say different? I will have to dig deeper into your channel to see what you did with these engines to trust your life with them. Be safe and keep having a good time.
Hi Adam, I designed the reduction drive and there's a lot of calculation and stress checks behind it, running an engineering company and using CAD has advantages when work is quiet:-) The drive was machined up by Ace Aviation, a Brit who runs a trike plant in India, and was far superior to the usual Rotax gearbox, as it absorbs pulses, acts as a safety device and is way smoother in use. just that belt drives are seen as less good than gearboxes, although a peek under a Mercedes hood would change that. I put 120 hours onto mine without any problems, although a well-experienced man suggested a toothed drive would be better (they use toothed on hovercraft as they don't slip when wet). The engine was totally reliable apart from sussing niggles with exhaust, and vibration cured by properly balancing the crank to stop this. It eventually broke the camshaft, later found that the US tuners reinforce theirs with steel core or make billet cams. Concept has good potential for small trikes and 3-axis
kg4kfj if you do go this route make sure you fit a reinforced camshaft, mine broke after 160 hours. Precision Cams do both reinforced and billet versions
Around 35hp, it is a little less than a stock Rotax 447, but the loss of performance might just be down to the heavier weight, it is about ten kilos heavier but only burns 7-7.5 litres per hour even when driven hard. Part number is 386447
Thank you, i want to use the same engine for my trike paramotor, im looking for the reduction ratio so im still studing ;) thanks again for your replay
Mohammed Al Blooshi Reduction is 1:1.8 so 4500 = 2500 propeller rpm, reduction bought from Ace Aviation, run by a British man in India so very good price for the quality, my design but he is improving it all the time. 3.89 kilos.
Longer billet connecting rods and shaved stock pistons to make the top dish less deep for higher compression Chevy grind cam and roller tipped 1.5 ratio rockers (stock are 1.1) packing washers under the valve springs to stop float, 8° more ignition advance, 3 kilos milled off the flywheel rim and spin tested afterwards using the stock starter to 6500 rpm. Carburettor off the 990cc/61" engine with 30mm throats, open inlet manifold to accept bigger butterflies, NGK Iridium spark plugs, long 38" tuned length exhaust tubes 29mm bore Cheers Kev
Thought about it, my motorcycle had them, but in the end preferred to retain independent tubes. They can expand and flex a little without breaking. In the USA they recommend Siamese pipes, but at the length on mine it is working as two separate cylinders and that was ok in the end. Joining them would reduce their ability to expand independently, plus working out where to place the joint meant trial and error, easier to not try
John Penry - Evans is in Ooty, he's a very good bloke and straight www.aceaviation.co.uk/ email info@aceaviation.co.uk Tel 0091(0)423 2252131 home 2252088 He can do variations but prefers to make the standard unit, which fits Briggs, Kohler, Subaru and Generac with the SAE bolt pattern, it can be installed as mine or upside down to change the thrust line
Brian Fallows fornece peças no Reino Unido, dirtbikebf@aol.com Al Hodge em Desempenho suprimentos V-Twins nos EUA da Carolina do Norte Você pode obter o link para eles, mas eu usaria o Google Translate para fazer a mensagem em Inglês ou ele pode não responder Saúde Kevin
Bill Brooks and others went that route, cooked the engine. I repaired Dan Curtis' motor after it semi melted the heads using ducts and no fan. With the fan I could go full throttle to 7000 feet and stay cool. It may work without fan on a tractor front installation, but on a pusher trike they always die in the end. Trust me, been there, done that.
Yes, I run a CAD based structural engineering company and drew it over several months, the machining was done by Ace Aviation in India, supervised by its British owner. He sells them worldwide, it has 62 hours flight time now plus ground running tests. It's coped with oil leaks onto the belt, much prototyping work and is fine. I have no financial interest but think John sells them around $450 plus carriage. Standard ratio is 1.8:1
Raised compression by special pistons and stronger connecting rods, rather than skimming the heads.
Advanced ignition 8°
Special camshaft
Packers to valve springs to allow higher revs
Stainless exhaust valves to withstand heat
Roller tipped higher ratio valve rocker levers, 1.5 ratio instead of 1.1
Bigger carb off the 990cc model but with jet kit for operation at 5000' (Briggs accessory)
Open up inlet manifold to suit bigger carb butterflies
longer tuned length exhaust tubes 29mm bore.
NGK Iridium plugs
Machined 3 kilos off the flywheel, then balanced and spin tested.
Cheers
Kev
How buy this engine
What is your compression ratio now? could you get it to 14-1 for methanol only?
Depends, as a pusher you keep the cooling but the exhaust is way lighter, so budget on just under 40 kilos, reduction drive included, it weighs 3.89 kilos on its own than just about any I've come across. This includes the very heavy duty starter, if you go more stock and use the standard starter in a free air cooled tractor installation you are under 35 kilos
You get a hidden saving as it only burns 6-7 litres per hour, so can run with a smaller tank, I got from East Yorkshire to the Isle of Wight, 250 miles and burned 23.4 litres of fuel, with a two stroke I'd have been lucky to arrive without a mid trip fill up of the 35 litre tank.
if i may suggest it, use the "long" version of the black oil filter.....part number 491056.....it is the same as the short one...just has more filter surface area and so can filter more oil as it passes through the system.
Hey thanks Maverick, as use in this application is more stressful that looks a good idea, although use in the air is much less likely to experience large volumes of dust and contaminants compared to ground-level machinery. I stripped her at over 100 hours and found zero wear, although at 160 hours the camshaft broke, probably a combination of stronger springs, high lift rockers and high lift cam. Now rebuilt using one less packer under the valve springs and a steel bar up the centre of the camshaft. Precision cams make a reinforced iron cam and also a billet steel version, looks like when building from scratch this is the way to go for long term reliability and peace of mind. What experience have you got on this motor and what application please?
Hi Diego
If you are in the USA I would suggest buying the engine itself from Performance V-Twins in North Carolina, contact is Al Hodge, mine is built using his parts bought from the UK distributor as Al doesn't sell into the UK.
The engine to buy is the 'Eagle IV' state of tune.
Reduction is from Ace Aviation in India to my design, you can buy from them direct, they sell worldwide.
Cheers
Kev
Nice work as always Kev, look forward to seeing it fly.
Exhaust needs to be 38" to work properly, nowhere to lose the length so over the top it goes. Fan blows onto engine first, exhaust second so cooling unaffected.
Maybe, it was quiet enough anyway in flight. Exhaust wrap made the tubes too close to the belt, and added weight for little gain
Best at the end when I gave it wide open throttle, reckon 40hp now.
I like 4 stroke way better.
This makes a whole lot of sense. Did you order trike from Aceaviation with this motor? Seems like a great alternative, will likely be very reliable and cheap spare parts!
built it using parts from Performance V-Twins bought through Brian Fallows in the UK, then sorted the bugs on the accessories
+Garrett Speeter
Trike is from Ace Aviation, they made some raw parts so it was easy to drill and adapt to suit the Briggs; Ace made the redrive to my design drawings, it works well and they've sold 50+ worldwide now
Reduction is from Ace Aviation, India, he's a Welsh (UK) guy and runs a factory over there with his Angle Indian lady, to keep prices down. I adjusted the design from his original to suit the Briggs Vanguard, Google it for contact details if you want one. I have a drawing to lighten the flywheel too if there is a way to email me privately (to avoid the spammers on here) am happy to send over drawings and stuff if it helps you get in the air.
Friend, what reduction ratio and carburetors are you using on this engine?
Reduction is 1.8:1 on the Briggs engine, max rpm 4,500, so propeller spinning at 2,500rpm. 2.36:1 on higher revving motors doing up to 6,250rpm. Used the carburettor from the 990cc Briggs, but fitted with 5000 feet jets. Keep the inlets separated for good running, not one big inlet carburettor.
Looks/sound good! Got any thrust numbers to share?? Final weight?? Nice job.
100 kilos static but that was propeller set too fine for flight. Weight including silencer etc 40 kilos
Lots of exhaust work, I think I would have came straight out and down.
Less heat around the engine also.
Nice set-up!
Longer tubes=power and efficiency, ideal run length was 0.9m
Hi Anees
Three blade carbon Lugaprop, square tipped, used to have a Kiev but the scythe tips means it cannot be trimmed. After getting reasonable results with a 1520mm that the maker recommended, I did a plot of distance travelled per rotation, against circumference, and measured the tip angle using CAD. Anyone can do this, found the minimum was 8.23° and mine were at 6.9°. To enable coarser pitch without slowing the rpm, trimmed 25mm off each tip so prop was 1460, which is same as the Arplast for Rotax447. Now tip pitch is 8° and top speed is much faster, up to 70mph from 65mph. Also throttle down from 3/4 to 1/2 to maintain 4000rpm and still flies level. So tips must have been slightly negative. Acceleration slightly less but pickup much improved. May try a degree or two more but as all torqued and wirelocked up this can wait...
Kevin, Great engine project. I have a need to build a Luciole like direct drive engine (48" prop restriction and weight needs) and having a hard time obtaining drawings of the parts required to modify the B&S 670cc engine. I would like to have Ace Aviation then produce the parts so that builders with similar needs in the USA could match what Columban has done. I have followed your comments on the small 4 stroke forum for several years and hope your knowledge and contacts in the field can help me. I have already made inquiry with John (Ace) but he had not done such a direct drive mod to date and lacked the data. He did express interest if such design data was available. Thanks, BigBen
+Teri Payne Hi, this was stuck as CZcams assumed it was spam; I'm not a huge fan of the Luciole setup and reckon he should have driven the prop off the PTO end, so the exhaust side gets the best cooling and carb manifold catches the heat. Snag is that means no generator, as if you keep a heavy flywheel and stick a prop on the other end of the crank it can go into nasty harmonics and break it. If Michael Columban had popped the generator and ignition setup onto the taper flywheel end the engine would be the right way round, like a motorcycle, carb behind the fins preventing icing. You could then just fit the starter ring gear spider as normal and no particular weight penalty.
Exhaust length is supposed to be 40" but I could only squeeze 38", got the figures from an online calculator, just insert rpm power band desired and the cam timings plus cc per jug and it adds it up for you. Weight is around 40-43 kilos, that silencer was too small so now is much fatter, made from 22gauge stainless flue liner parts. Much quieter too.
What is the all-up weight of the briggs engine with redrive? I'm very interested in replacing a two stroke with something like this.
Great Job Kevin :)
Wing Camera on Tuned Briggs & Stratton Vanguard power Magic Cyclone Trike
Shows her flying under test
Cheers
Kev
Kev, what is that lil blinking light on top of the intake manifold? You don't have EFI do you?
На такую телегу с таким классным моторчиком нужно ставить колёса с бОльшим диаметром. Летать можно далеко, а большие колёса позволят безопаснее садиться на выбранные с воздуха площадки.
excellent work!
Nice powerplant. Considering that on my spitfire ultralight. Don't spend too much time in front of that prop...seen props dismount enough times for whatever reason. Again nice engine choice. Should burn way less fuel than my rotax 503 😉👍
Very cool.....Thanks for the video and the info on the reduction drive.....Do you have any inflight video.? Briggs engines have been pretty reliable since I was a kid. More Videos..!!
Try this one
Wing Camera on Tuned Briggs & Stratton Vanguard power Magic Cyclone Trike
Looks, sounds great!
I have a vanguard in my mower, so I also can make a three and a half minute video of it running! Wait I'll be right back!
Intended as a general assembled view for creative aviators, wishing to also build their own, a smartass was always going to stumble upon it sooner or later ;-) Maybe your lawnmower can do this? czcams.com/video/Z_opbude6eM/video.html
Hi Kevin. I was wondering if this engine is a 623cc? Or which one is it?
Looks/sounds great! Love the exhaust treatment. You calc the pipe length for tuning? You know the weight of the engine/prop/re-drive? Thanks for posting.
any video on how u assemble the redrive to the engine?
tq
It comes as a kit, very simple to bolt on, it can be set propeller below or above the engine crankshaft
Hello friend, I have an equal engine and I need your help please i need to know which propeller vc size ussou and caught the pass, and if possible the size of the pulleys used in this engine. Here in Brazil I am not able to hit the spinning motor with the propeller I thank you from the heart
+juari tchornobay HiIf you email me privatyely I can pass you the names of pilots in Brazil using my reduction drive design and flying with this engine; his name is Kleber Alvez Adorno and he lives near San Paolo
Hi Kevin, A few questions if I may. First. Tell me about the rubber isolation mounts your using on the top of the engine. Details so I can get them here in the States. Second. What program / camera is it you are using that shows data during flight? Nice work! My Dragonfire Generac is pumping out 50 + HP now. Oh, And the name of the prop please. Fly safe!
Hi Dagster
Top anti vibration mounts are Lord 200P-45, 2" with a 3/8" middle hole and 3/16" corner holes; can't get them in the UK now ;-( Where the strut alloy bars mount to the head/inlet manifold the bolt has a spacer through and plastic washers above and beneath the strut so it can freely pivot, this stops the engine pulses getting into the airframe and removes the need for bracing.
Prop is a LugaoProp, sold by Vasili in Canada as a KoolProp I believe, it has square tips so can be cut down and the tips refilled with marine epoxy paste, which is why I used those intead of the scythe tipped Kiev Prop. You have to drill small weepholes in the ends to let any moisture out for balancing. Needed to trim to suit the horsepower. Camera is a Garmin VIRB Elite, saves as an MP4 plus the Garmin software is free from their website, Google VIRBedit. It accepts the GPS output file (GPX) and you can choose aviation or other overlays. I even got an MP$ from another camera and used the track from a Garmin GPS to make the one flying across the English Channel.
50hp sounds good, you have the 990cc engine, mine's the 627 or 38" Briggs Vanguard and estimates are 33-35hp. Since trimming the prop and coarser pitch am burning 4 litres in 46 minutes flying time plus maybe 5-10 minutes taxi and warm up; that's 5.22 litres per hour at 57-60 mph
Thats pretty cool. I'd love to see it fly :-)
Wing Camera on Tuned Briggs & Stratton Vanguard power Magic Cyclone Trike
Is using a wing mounted camera
Cheers
Kev
What is this engine ?how it buy
Briggs and Stratton 38 series, with carburettor from the 61 series, 10:1 pistons and high lift roller rockers. Only change I would make if building another would be to fit a billet camshaft, as the iron one broke at 120 hours. Reduction drive was my design made by Ace Aviation, they have continued to build them for others and made over 200 now. aceaviation.co.uk
I wonder if this will provide enough power for the mini max ultralight 1100r kit plane.
Nice silencer, would like to see construction details!
It flew nicely to France
Really Neat quiet and nice package. What modifications did you do on this little 4 st. twin? and were did you get this belt redrive? diy?
Ace Aviation made the redrive, I did the design work on CAD then mailed it to John in India. Very low cost there and high quality. Aceaviation.co.uk is their website, over 50 made now worldwide
Wow! that could be handy! What did it cost if I mind asking? Btw do they ship to you from the UK? I am in Europe, so shipping from India would put lots of extra fees, taxes etc.Thanks
leviterande mail John, aceaviation.co.uk
I would like to know what size and rating this motor was .
Hi Kevin,
Where did you get the plans for this unit? I have a Solo paragliding engine I would like to adapt into it.
Thanks,
Gary
Hi Gary, do you mean the trike or the motor? Trike is from Ace Aviation, they ship worldwide, motor is modified using parts from Performance V-Twins, North Carolina, reduction drive also from Ace Aviation, website is aceaviation.co.uk
Did I see the garage wall move a bit ? when on full throttle ?
Kevin can i know what size and brand Prop you are using, is it also from Ace aviation ?
Best Regards
Anees
Using one from here propeller.simplesite.com/
Had three from Meglin, also he has repaired when damaged, very reliable and low price.
So how about the noise level? is there a valuable nise reduction compared to a 2 stroke of similar hp? Now that you have a finished 4 stroke unit it would be interesting to hear. Thanks
leviterande czcams.com/video/OQcLZJIVIb4/video.html
More noise off the propeller than the engine, I'm using a bigger silencer now
very nice!
Did you get those 32 HP that you where looking for??
Yes, static thrust with a fine prop at 60" was 100 kilos, but this was too fine to fly faster than around 45-50mph; to reach 60mph prop was trimmed to 57" and set coarse, this meant less static thrust and acceleration but faster cruise. A Simonini seller advises this is equivalent to 33-35hp with their engine
Kevin Armstrong I'm very grateful for your prompt response. Thank you very much.
Hey Kevin,,, Nice work!! Do you know if there is any way to reverse the air flow created by the flywheels fins so this engine could be run in a tractor configuration?
On pusher you need the fan, on tractor the exhausts are in the lead so hottest gets the airflow, so will probably be OK without fan. On the luciole direct drive the French have inlet leading and hang prop where the fan used to be, which I think isn't ideal. When a reduction is fitted to access higher rpm for more power, the prop sits on the PTO side so a tractor aircraft will get ideal cooling, as exhausts are also on PTO side. Would run CHT gauges if fan and cowl removed though!
Cheers
Kev
What size propeller
60" three blade carbon on 1:1.8 reduction worked best
Greet but why did you run the muffler so near the air filter?
Two reasons, the carb is very prone to icing and I've even had to shroud the air filter to gather warm air exiting the cylinders and duct it upwards to the K&N filiter. The other is the ideal tuned length for the exhaust is around 38" or 1m, so the headers were taken upwards to add as much tube as possible in a compact space. Check the better Mudbuddy silencers and they all add header tube deliberatley, the stock short tubes restrict power
wrap the exhaust make it quieter
Ok Sr Kevin, fico grato pela sua atenção,você poderia me enviar o email do Sr John, quero comprar dois kits , eu e meu amigo.Esse equipamento é somente para vôo solo?
where did you find / how did you build the redrive. i'm having a hard time finding parts for one
Designed it myself and had it made by a British friend, who runs a Microlight factory in India, he carried on making them and improved various features, feeding back so the design CAD drawings could be refined. Last time he talked he'd sold over 150 all over the world as it fits any industrial engine make with SAE hole pattern. I can send you a Drop Box link if you can get your email over and you can look at the drawings in pdf format for yourself. To buy a full redrive complete with belt etc go to aceaviation.co.uk, mail John Penry-Evans, he can parcel you one up for very low money. I put 120 hours on the reduction and belt was still going strong, with adjustment checks around every six months flying.
@@KevinArmstrong4154 my email address 29127700@qq.com thanks
Everyone who did cooked the motor. Doctor Brooks, Dan Curtis tried and I had to repair Dad's after he melted the heads.
Oil cooler would probably have done the trick. Downside of air cooled engines sadly. But they are simple and no need to mix fuel
@@WorivpuqloDMogh It comes with an oil cooler, mine kept the fan and stayed cool to 7,000+ feet at full throttle, others assumed the propeller would be enough cooling so ditched the fan, they cooked...
@@KevinArmstrong4154 aah sweet!
Yeah. They probably didnt take into account that the air gets thinner. Still, i think a Briggs engine is great for these applications. They are already made for running at high RPM for a longer period
How come these little ultralights down have rings around the propellers for safety? Does it affect aerodynamics?
Some do; the ones used as migrating bird guides in case the birds get minced by the prop. Paramotors too but I'm safely away from the prop
Spinning doom blades right next to you that are blurred are very unattractive lol
Boreal Games We train for a pilot licence...;-)
Hello Bob
Bought a pit-bike silencer for around £13 from a Chinese spare shop in the UK; stripped the can, got a Walker Exhaust 32mm (1.25") 45° bend and spent an hour drilling holes in it. This formed the core of the silencer, much stronger. Opened up one end (lathe or port cutting tool in a drill) so the tube could slide into it
Can and end caps are reassembled using 4mm stainless Pop Rivets.
If you mail me at kevin 'at' factory-fit 'dot' com can send over some sequence photos.
Cheers
How about making a nice anti carburetor icing set up for that bad boy.
I did. Used Suzuki/KTM carburettor heater bolts. They require an 8mm thread next to the butterflies, screw in plug and feed12v to it. Didn't realise how effective it was, until the terminal vibrated loose and she iced up and faded in five minutes at steady cruise. As this happened a few weeks after crossing the English Channel it was a bit of a shock... After that I fitted two, fed by a simple relay. They were automatic, running off a switch swapped for the stock oil pressure unit, it worked in reverse, closing the switch 'on' when oil pressure rose after start up. In winter snow this was swamped so a modicum of warm air was added.
@@KevinArmstrong4154 I was thinking of a heat collector on your exhaust pipe with a metal tube inserted into the air intake box. The heat bolts sound a lot simpler as long as they do the job . I never heard of heat bolts before. great invention.
@@KevinArmstrong4154 Be careful many crashes caused by Carb icing..
@@KevinArmstrong4154 czcams.com/video/1SR8rkqfkqQ/video.html
@@danielkeirsteadsr6939 If you could see the rig close up, you can note the warm air coming off the fan cowl is plenty, after winter temperatures swamped the heater bolts I popped a small cover over the air filter to part cover it, this killed the last remaining ice altogether in any temperatures
I like. The engine I don't fly nice work
Greetings Mr. Armstrong! How are you? I wait that all ok!
My dad watched your video some days ago and he liked so much! He asked me to ask you if you would like to sell your Briggs with reduction? If you have contact by e-mail you can talk. He is building a experimental airplane and would like to know better your great work. He´ll need all help to this, then I came here to help him talking with you! If you can send me your e-mail I´ll be glad, since now, thank you for your attention!
Hi Kevin
which is the sense of motor rotation looking from the rotor.?
saludos
aerodeslizadores HiAnti clockwise viewed from the back of the trike, Propeller or Power Take Off side. Clockwise viewed looking backwards from the front seat of the trike or flywheel fan side.
So I had to buy a Left Hand Propeller after changing to the Briggs engine, from a Rotax 447 with 'B' type gearbox. The rotation of the propeller with the Ace Aviation Reduction Drive is the opposite of a Rotax gearbox output. Hope that's clearKev
Kevin Armstrong
Gracias kevin ....mucho éxito en tus vuelos ¡¡
How long will you fly this at a time?
Longest continuous flight was 3.75 hours from Beverley, East Yorkshire to Isle of Wight, burned 23.6 litres of ordinary grade petrol. Longest trip was France, 280 miles in two hops
Interesting, I've always wondered the potential reliability of these power plants. I will say you have some nerve running that belt drive and a lack of safety wire, but if your getting 4 hour runs and you are around to tell about it, who am I to say different?
I will have to dig deeper into your channel to see what you did with these engines to trust your life with them.
Be safe and keep having a good time.
Hi Adam, I designed the reduction drive and there's a lot of calculation and stress checks behind it, running an engineering company and using CAD has advantages when work is quiet:-) The drive was machined up by Ace Aviation, a Brit who runs a trike plant in India, and was far superior to the usual Rotax gearbox, as it absorbs pulses, acts as a safety device and is way smoother in use. just that belt drives are seen as less good than gearboxes, although a peek under a Mercedes hood would change that. I put 120 hours onto mine without any problems, although a well-experienced man suggested a toothed drive would be better (they use toothed on hovercraft as they don't slip when wet). The engine was totally reliable apart from sussing niggles with exhaust, and vibration cured by properly balancing the crank to stop this. It eventually broke the camshaft, later found that the US tuners reinforce theirs with steel core or make billet cams. Concept has good potential for small trikes and 3-axis
what all mods need to be done to the engine and what model is it?
kg4kfj see earlier reply with list of parts to proved more power. engine is Japanese built Briggs 3864470114
kg4kfj see earlier reply with list of parts to provide more power. engine is Japanese built Briggs 3864470114
Kevin Armstrong ok thank you
kg4kfj if you do go this route make sure you fit a reinforced camshaft, mine broke after 160 hours. Precision Cams do both reinforced and billet versions
Kevin Armstrong ok thank you. im probably going to build this one. if you ever get a moment and have any more info my email is kg4kfj@ gmail dot com
how many HP is this engine, and would you please give the model number. Thanks
Around 35hp, it is a little less than a stock Rotax 447, but the loss of performance might just be down to the heavier weight, it is about ten kilos heavier but only burns 7-7.5 litres per hour even when driven hard. Part number is 386447
Thank you, i want to use the same engine for my trike paramotor, im looking for the reduction ratio so im still studing ;) thanks again for your replay
Mohammed Al Blooshi
Reduction is 1:1.8 so 4500 = 2500 propeller rpm, reduction bought from Ace Aviation, run by a British man in India so very good price for the quality, my design but he is improving it all the time. 3.89 kilos.
Kevin Armstrong Thank you very much for the information, what other modification you made to the engine?
Longer billet connecting rods and shaved stock pistons to make the top dish less deep for higher compression
Chevy grind cam and roller tipped 1.5 ratio rockers (stock are 1.1) packing washers under the valve springs to stop float, 8° more ignition advance, 3 kilos milled off the flywheel rim and spin tested afterwards using the stock starter to 6500 rpm.
Carburettor off the 990cc/61" engine with 30mm throats, open inlet manifold to accept bigger butterflies, NGK Iridium spark plugs, long 38" tuned length exhaust tubes 29mm bore
Cheers
Kev
bro how much horsepower your engine
About 35hp, it develops the same thrust as a 35hp two stroke that a friend has lots of experience with
Put a cross pipe on the exhaust and get more power. For free
Thought about it, my motorcycle had them, but in the end preferred to retain independent tubes. They can expand and flex a little without breaking. In the USA they recommend Siamese pipes, but at the length on mine it is working as two separate cylinders and that was ok in the end. Joining them would reduce their ability to expand independently, plus working out where to place the joint meant trial and error, easier to not try
Just trusting these engines is my issue
DragonFire At Byrd's
John Penry - Evans is in Ooty, he's a very good bloke and straight
www.aceaviation.co.uk/
email info@aceaviation.co.uk
Tel 0091(0)423 2252131
home 2252088
He can do variations but prefers to make the standard unit, which fits Briggs, Kohler, Subaru and Generac with the SAE bolt pattern, it can be installed as mine or upside down to change the thrust line
Did you design that reduction drive?
Yes, 130 hours on it now, no problems
Defeating the purpose to do all that fabrications with a briggs !
Me gutan mas si tuvira sus medida
Si tuviera sus medida de alas i fuilaje
Brian Fallows fornece peças no Reino Unido, dirtbikebf@aol.com
Al Hodge em Desempenho suprimentos V-Twins nos EUA da Carolina do Norte
Você pode obter o link para eles, mas eu usaria o Google Translate para fazer a mensagem em Inglês ou ele pode não responder
Saúde
Kevin
And take off everything on the motor. U dont need anything for cooling.
Bill Brooks and others went that route, cooked the engine. I repaired Dan Curtis' motor after it semi melted the heads using ducts and no fan. With the fan I could go full throttle to 7000 feet and stay cool. It may work without fan on a tractor front installation, but on a pusher trike they always die in the end. Trust me, been there, done that.