EGT probes should be mounted one and a half to two inches below the cylinder port. This places the probes in the flame front which will give the most correct reading.
Not only for icing, but most small engine factory carbs are built to garbage specs and are usually more inefficient and more conservative than a good aftermarket carb. You'll get more horsepower and more reliability with just a carb upgrade on almost every single small engine made. Best money spent on any small engine, hands down.
Thrse briggs conversions really need a radial mount. The thrust line is so high relative to the bed mounting that maturing or failure of one of those mounts would likely be very dangerous. A radial mount would also address some of that horrible vibration. The mounting system remains my major objection to these power plants.
Starting, make sure the compression release is functioning properly or starter won't turn it and will burn up, improper valve adjustment disables compression release function. Valve adjust is CRITICAL on those with comp release, I burned up two starters
Honda has a fairly new V-twin that might be a fun project. It's called the iGX800 and is EFI which would probably negate any icing issues you get with carbies.
I dont believe that to be true. There will always be a venturi effect at the throttle valve, which is the problem area. That area if relative low pressure will freeze moisture. For years in the certified airplane world this myth persisted, and we were wrong.
Case alone is 81 lbs vs about 50 for the 23. Figure at least 30-35 lbs heavier than the 23 installations? Which is to say probably the same "delta" compared to a 1/2 VW. Stock 23 lists at 87# per Briggs. Stock 35 lists 125#.
Nice to know, but what would be even nicer is to see Les try a Yamaha YG2 on ORV. That would be spectacular! It's around 88lbs for the engine (123 lbs all up installed weight) and makes 80 HP! Granted it's an 11,000 monster, but it's a 4-stroke snow mobile engine that was based off of a very reliable dirt bike engine.
Thanks for what you're doing for the legal eagle community. 👍 Good health and God bless
Ahhhhh, the satisfaction of unfettered investigation....
Thanks for doing the R&D Les! Much appreciated!
Thank you Les for your videos
EGT probes should be mounted one and a half to two inches below the cylinder port. This places the probes in the flame front which will give the most correct reading.
You have an awesome hobby!
Not only for icing, but most small engine factory carbs are built to garbage specs and are usually more inefficient and more conservative than a good aftermarket carb. You'll get more horsepower and more reliability with just a carb upgrade on almost every single small engine made. Best money spent on any small engine, hands down.
In this video at 3:30 you say the bs 23 is 51 lbs barebones no intake or exhaust or flywheel, did you mean flywheel or redrive ? thanks
Thrse briggs conversions really need a radial mount.
The thrust line is so high relative to the bed mounting that maturing or failure of one of those mounts would likely be very dangerous.
A radial mount would also address some of that horrible vibration.
The mounting system remains my major objection to these power plants.
Wow...,.now I know what I want for Christmas
Starting, make sure the compression release is functioning properly or starter won't turn it and will burn up, improper valve adjustment disables compression release function. Valve adjust is CRITICAL on those with comp release, I burned up two starters
Have you got any flights on your plane with this engine? How does it perform compared to the BSV23?
Run oil line up in copper tube around air intake for warmth? How about aluminum tube routing exhaust out behind you for additional quiet?
Use speeduino and convert to efi, no carb, no ice
Les . You be da MAN !!!
Just amazing
It appears the engine design obstructed more airflow.
Honda has a fairly new V-twin that might be a fun project. It's called the iGX800 and is EFI which would probably negate any icing issues you get with carbies.
Too many plastic internal parts to be considered for flight without a full rebuild with higher quality components.
@@nattybumpo7156 what’s wrong with plastic in this case?
They have an efi version, use those and replace the ecu, no carb ice issues,, no carbs
I dont believe that to be true.
There will always be a venturi effect at the throttle valve, which is the problem area. That area if relative low pressure will freeze moisture.
For years in the certified airplane world this myth persisted, and we were wrong.
How much does it weigh?
Case alone is 81 lbs vs about 50 for the 23. Figure at least 30-35 lbs heavier than the 23 installations? Which is to say probably the same "delta" compared to a 1/2 VW. Stock 23 lists at 87# per Briggs. Stock 35 lists 125#.
Nice to know, but what would be even nicer is to see Les try a Yamaha YG2 on ORV. That would be spectacular! It's around 88lbs for the engine (123 lbs all up installed weight) and makes 80 HP! Granted it's an 11,000 monster, but it's a 4-stroke snow mobile engine that was based off of a very reliable dirt bike engine.
@@ryoungatlmidotnetyou are at 80 lbs with a prop on the 23 and 110 for the 35
@@seangfoster1974 Not a realistic engine for this airframe, in my view. You'd be a VNE just above idle.
Are you getting a bit heavy for 103a with that setup? Love these videos
Yep, unless it's a float plane with a brs
Ese motor es un "armatoste" vibra y pesa demasiado ademas de dar muy poca potencia , montale un 447 Rotax y disfrutaras un monton sin problemas 😅