Roland and all~
I recall reading that the big block Lincoln (Ford) of 460 inch displacement was listed as developing some 200 H.P. at 2100 RPM~ the torque then would be around 500#s~ well short of the 600 or so the Hisso/Woolsey produced. I've always wanted to 'short rod' or stroke one of the 460's to see if it wouldn't be feasible to get a bit more torque at an RPM of around 1800. A turbo might be a good option~ although I have a tendency to think of them as working best when RPMs are relatively high~
A prop of a just slightly smaller diameter than the original 96" or so should work out well on the engine.
The 'stock' 460 with accessories is listed at around 750#s. This weight would be greatly reduced with the use of aluminum heads and manifold and tube exhaust headers (cast iron in original form)~ The Hisso, I think, was around 585#s, but had several hundred #s of guns and ammo mounted about it. The weight then shouldn't be an issue.
I'm assuming that there are boat 'bell housings' readily available which incorporate propeller drive shaft systems for the BB Fords. They definitely were made for the 427s and other more exotic Fords and the bolt pattern might well be identical.
All in all, it might be a feasible way to get a 'direct drive' engine onto the front end of a SE or SPAD? Any comments appreciated~
I think I'll try to accumulate a few more ideas and unless I find the premise completely disproved, I'll soon be in the market for a few components~ especially the boat bell housing adaptor~ If anyone knows of the source of a marine adaptor for the BB Ford I'd appreciate a lead~
Best to all, Lee. Nieuport http://www.theaerodrome.com/forum/me...ieuport28.html
The above was written in the address listed above. This has caused me considerable trouble as I had not studied the Ford, Mercury @ Lincoln 429-460 engine to even the smallest extent. But I have been studying it intensely the last few weeks it was originally place in the “theaerodrome” August 20 1970 but I and others paid it no attention. But I have in the past month done a lot of research on the 460 version. Especially the one with fuel injection as an aircraft is a 3 dimensional vehicle. Trying to get a carburetor to do this was a problem until someone solved the fuel shift problem. Finding that aluminum heads and manifolds were very available was very surprising to me!
Question (#1), has anyone to this groups knowledge tried to place a properly prepared 460 either with E.F.I. or a carburetor in an aircraft?
Statement (#2), it is also obvious that the engine has enough background to support a dry sump system, tubing exhaust, and several other things of importance.
Statement (#3), the engine this would be interesting to replace would be the World War #1 engine the 718 cu. in. Hispano-Suiza V-8. To do this would require a torque of 617 ft. lbs. at an output of 235 horsepower at 2000.This would require a gear and pinion of sufficient strength and to reduce the r.p.m to the 2000 required at the propeller.
This engine, Hispano-Suiza was a troublesome engine, as probably they all were, at that time. With 180 degree crankshaft (unbalanced primary) and the usual secondary shake. Oiling problems due to a design error of not putting an oil pressure relief valve on the oil pump output this blowing out the oil lines.
Yours, M.L. Anderson