Really like the way you appear to have utilised the stock ignition coils. Do wonder if adding a reduction on the PTO side would enable the engine to spin up to 4000-4250, at which point the Briggs becomes smooth. This then sets the exhausts in front, and engine cooling air can then heat the inlet manifolds. My reduction weighs 3.89 kilos, and the higher rpm gives more power. You can then discard the long inlet tubes, set the carb to accept ram air, and lose the tubing too. Need to sort battery charging without the huge heavy stock flywheel, have you solved this?
Good points but if it works then why fix it? Higher rpm and more power is always great but is it worth more wear on an engine that already does its job? Not trying to be a smartass because I have no experience flying, but when I see almost the same engine powering a plane that powers some of the machines I use at work it makes me a little scared haha. Barely trust it to run a stump grinder or a leaf vacuum let alone a damm plane!
@@jets8991 the Vanguard series are industrial quality, built in Japan by Daihatsu Toyota plant in cooperation with Briggs. I found no visible wear at 100 hours, the camshaft broke at 120 hours, because I overdid the valve spring packing and overstressed it. You can buy reinforced camshafts now in the US
Seems very vibraty ...and I. 2nd the thrust. Bearing issue plus. There is the dampining of the crank to prop problem. 22hp very lite for the looks of the plane
Also you could try unbolting the existing propeller and moving its new reblotting position on the bolt pattern by one hole at a time to ( like going around the clock ) see if you can reduce the motor vibration at idle speed. If this helps then tie your plan for a full RPM ground test to make sure there are NO NEW vibrations at higher RPMs that you would be using. Good luck.
What a sharp looking little airplane. I'm somewhat surprised that there is no reduction on the output. I came here because I've used vanguard engines in some projects. Nothing as impressive as this. But I know those engines can run all day at 3600 rpms I also know the tips of propellers should run well below the speed of sound. Just saying it's possible that a larger propeller at lowered rpms may be worth the extra weight. I don't know how you would correct for the center of gravity if you made this change.
May I make a simple observation, when making a UA-cam video do some kind of narration even if it is a voiceover. I am very impressed as to what mods you performed but it would be nice to know some of the particulars.
Thanks for the tip.Unfortunately I do not know English, and the Italian few understand it. I'm working on other changes, in a few months I'll publish another video. Ciao
Sort of scary. Is that crankshaft designed for trust load induced by the prop? Looking for a major engine malfunction? A redrive may be warranted. Cool ideas however. :)
Ace Aviation makes a PSRU for the Briggs and that will allow you to turn a larger prop slower, get more horsepower and MUCH greater thrust. I bet you'll get about 20mph faster speed and the climb rate will improve dramatically. Remove the governor, add billet rods, higher compression pistons, a cam and billet flywheel, spin it to 4,500rpm and you can make a very reliable 40hp from those 23hp motors. Red Beards Garage does that to the 670cc 22hp Predator motors.
i am amazed you are running the prop on the mag side not the pto side as only the pto side has a ball bearing on the crank, the mag side is bushing only
An expensive experiment would be to try a 3 blade prop to reduce vibration. I have before sent my Harley Davidson assembled pistons and crank out to be balanced and this greatly reduced vibration. Great installation.
For correct efficiency with this engine, you need a reduction gear, because with direct drive you are too limited in rpm and so loss power, its the same goal with all small engines : direct drive is not adapted and a big propeller running at low rpm is much more efficient and less noisy
That’s simply not the case. My Minisport has the same engine with direct drive….it cruises at 140kmh using 4 litres of fuel an hour. Direct drive and small prop means less weight, less ground clearance required meaning a more compact and less draggy undercarriage and very lightweight airframe at 115kg……
@@davecox1697hello dave, Im evaluating engines for a Hummel Ultracruiser but dont like prop position (too high with drive) could you share more info on your setup? Prop/Rpm/HP/Engine weight? Thanks
Well done. I have got the SD-1 which nowadays is only available with the B&S -Engine. My airplane has got the Verner 360 which is no lnnger available. There is a tooth belt gear with a ratio 8:3 to reduce the prop speed. You have taken copper for the heating line. Copper is lttle more weight than aluminium and has got a better heat conduction than alumiminum. However, the wall thickness of those tubes is thin and for the heat transfer of little influence. The waterflow in those pipes is laminar, because you can´t get such hi flow speed to get enough Re-Numers. So the heat transfer from water to wall (whatever it is, alu or copper) is of high thermal resistance and so is the heat transfer from the pipe to the suction line. As a result you could have taken alumimium with the same heating effect.
What runs through the cupper tubes ? Oil ? To warm the intake air ? That won't prevent the carburator from freezing. Very Nice plane. I saw one in Cerfontaine, Belgium.
Heavier Flywheel Might help with the Vibrations. And/Or have a good machine shop balance the rotating assembly. (Good machine shop that builds known reliable/winning racing engines).
@@lucabaldi2227 I wonder how long standard ball bearings typically last with significant longitudinal forces pulling on the shaft because of the propeller. Standard ball bearings are designed to reduce friction and support loads that are primarily perpendicular to the crankshaft, not along its axis. Might be worth checking into. Maybe it's not a concern though.
No. The oil inside the pipe heat the intake manifolds because they are very long. Moisture that is in the intake air condenses if the collectors are cold, and the engine goes badly on approach.This solution was developed by Mr. Colomban and it works just fine. Ciao
@@mc30it69 Heating the induction air will also reduce power. Instead add a collar around the exhaust tubes and route that air only when pulling the power back, in general aviation planes that are carburated it's called carb heat.
Excelent!!! Can you tell me what mods you did on the engine? Intake? Carb? Exhaust? No changes inside? do you know how much power you can get with those changes? Thanks a lot
Really like the way you appear to have utilised the stock ignition coils. Do wonder if adding a reduction on the PTO side would enable the engine to spin up to 4000-4250, at which point the Briggs becomes smooth. This then sets the exhausts in front, and engine cooling air can then heat the inlet manifolds. My reduction weighs 3.89 kilos, and the higher rpm gives more power. You can then discard the long inlet tubes, set the carb to accept ram air, and lose the tubing too. Need to sort battery charging without the huge heavy stock flywheel, have you solved this?
I'm surprised this guy hasn't replied back to you. He could learn a lot.
Good points but if it works then why fix it? Higher rpm and more power is always great but is it worth more wear on an engine that already does its job? Not trying to be a smartass because I have no experience flying, but when I see almost the same engine powering a plane that powers some of the machines I use at work it makes me a little scared haha. Barely trust it to run a stump grinder or a leaf vacuum let alone a damm plane!
@@jets8991 the Vanguard series are industrial quality, built in Japan by Daihatsu Toyota plant in cooperation with Briggs. I found no visible wear at 100 hours, the camshaft broke at 120 hours, because I overdid the valve spring packing and overstressed it. You can buy reinforced camshafts now in the US
Seems very vibraty ...and I. 2nd the thrust. Bearing issue plus. There is the dampining of the crank to prop problem. 22hp very lite for the looks of the plane
Also you could try unbolting the existing propeller and moving its new reblotting position on the bolt pattern by one hole at a time to ( like going around the clock ) see if you can reduce the motor vibration at idle speed. If this helps then tie your plan for a full RPM ground test to make sure there are NO NEW vibrations at higher RPMs that you would be using. Good luck.
Добрый день!Из вашего опыта нужен ли опорный подшипник.У вас какой нибудь подшипник установлен или там вообще нет.Спасибо!Самолет классный и быстрый!
Why would you when you could use a motorcycle engine that is a much better designed and built engine?
Because M. Colomban designed the MC30 with this engine.
What a sharp looking little airplane. I'm somewhat surprised that there is no reduction on the output. I came here because I've used vanguard engines in some projects. Nothing as impressive as this. But I know those engines can run all day at 3600 rpms I also know the tips of propellers should run well below the speed of sound. Just saying it's possible that a larger propeller at lowered rpms may be worth the extra weight. I don't know how you would correct for the center of gravity if you made this change.
May I make a simple observation, when making a UA-cam video do some kind of narration even if it is a voiceover.
I am very impressed as to what mods you performed but it would be nice to know some of the particulars.
Thanks for the tip.Unfortunately I do not know English, and the Italian few understand it. I'm working on other changes, in a few months I'll publish another video. Ciao
@@lucabaldi2227 closed caption handles it...
Bonjour, quel est votre système d'allumage, boitier CDI , bobines, capteurs et leur position. pour l'adapter sur même moteur,merci bien
Oh man i use 23 hp vg on my carpet cleaning machine 👍👍that’s awesome to see this love it
Sort of scary. Is that crankshaft designed for trust load induced by the prop? Looking for a major engine malfunction? A redrive may be warranted. Cool ideas however. :)
If you notice the shaft housing has bearings installed that are designed for thrust loads. This is not factory but a add on.
Add sound (audio) please!!!
Ace Aviation makes a PSRU for the Briggs and that will allow you to turn a larger prop slower, get more horsepower and MUCH greater thrust. I bet you'll get about 20mph faster speed and the climb rate will improve dramatically. Remove the governor, add billet rods, higher compression pistons, a cam and billet flywheel, spin it to 4,500rpm and you can make a very reliable 40hp from those 23hp motors. Red Beards Garage does that to the 670cc 22hp Predator motors.
What matters in flight is safety even with less hp.
@@lucabaldi2227 no that’s what matters to you. Pretty fucking arrogant to assume you speak for everyone.
i am amazed you are running the prop on the mag side not the pto side as only the pto side has a ball bearing on the crank, the mag side is bushing only
An expensive experiment would be to try a 3 blade prop to reduce vibration. I have before sent my Harley Davidson assembled pistons and crank out to be balanced and this greatly reduced vibration. Great installation.
Thanks for the advice. Ciao Luca
Thanks for the video.
For correct efficiency with this engine, you need a reduction gear, because with direct drive you are too limited in rpm and so loss power, its the same goal with all small engines : direct drive is not adapted and a big propeller running at low rpm is much more efficient and less noisy
That’s simply not the case. My Minisport has the same engine with direct drive….it cruises at 140kmh using 4 litres of fuel an hour. Direct drive and small prop means less weight, less ground clearance required meaning a more compact and less draggy undercarriage and very lightweight airframe at 115kg……
Direct drive also pulls the crank against the casing . Belt drive eliminates this issue.
@@davecox1697 What size propeller are you running direct drive?
@@davecox1697hello dave, Im evaluating engines for a Hummel Ultracruiser but dont like prop position (too high with drive) could you share more info on your setup? Prop/Rpm/HP/Engine weight? Thanks
Well done. I have got the SD-1 which nowadays is only available with the B&S -Engine. My airplane has got the Verner 360 which is no lnnger available. There is a tooth belt gear with a ratio 8:3 to reduce the prop speed. You have taken copper for the heating line. Copper is lttle more weight than aluminium and has got a better heat conduction than alumiminum. However, the wall thickness of those tubes is thin and for the heat transfer of little influence. The waterflow in those pipes is laminar, because you can´t get such hi flow speed to get enough Re-Numers. So the heat transfer from water to wall (whatever it is, alu or copper) is of high thermal resistance and so is the heat transfer from the pipe to the suction line. As a result you could have taken alumimium with the same heating effect.
I would wire tie the oil filler cap .
Because? I've never lost it!
How much is this engine? I am talking to you from Saudi Arabia.
What runs through the cupper tubes ? Oil ? To warm the intake air ? That won't prevent the carburator from freezing. Very Nice plane. I saw one in Cerfontaine, Belgium.
Yes, oil for to worm the intake air. Ciao
per piacere scrivimi a lucabfoto@tiscali.it
Love this!!! Great work.
Grazie. Ciao
Where did you get the coupling to mount the propeller to.
That’s awesome
ខ្ញុំនៅប្រទេសកម្ពុជាចង់ទិញ?
Greetings. Is this a kit or did you make it, or what ?
On the engine
Beautiful
Thanks, now I have switched the ignition, as soon as possible I will make a video. Luca
Interesting way to heat intake track but is that efficient enough to heat the carb.... where icing occurs?
The engine runs better with heated intake. During approach and landing I give hot air to the carburetor.
Heavier Flywheel
Might help with the Vibrations.
And/Or have a good machine shop balance the rotating assembly. (Good machine shop that builds known reliable/winning racing engines).
You see: ua-cam.com/video/-IU_sBC5PsI/v-deo.html
no flywheel is what you want, the prop is the flywheel,
I would like to get more information. Is there any website to go too? Thanks
luciolemc30.forumpro.fr/
sergiolaviateur.unblog.fr/
luciole.si/
mc30it.blogspot.com/
Does anyone know the price of this Injil in Bangladeshi rupees
3498 /0.011= +/- 318 000 roupies ( a new motor )
not even google has the word avionized WtF does it mean?
aero conversion. Avion = aeroplane
Plz price...
Do you have any problem with the thrust of the prop on the engine?
No problem. The only problem is that the crankcase gasket burns out and the engine is leaking oil. For more information write to me via email. Ciao
Did you put thrust bearings in? I can't imagine the pull of the prop will do any good to the standard ball bearings on the crank.
I have not replaced the bearings. This engine has approximately 390 flight hours.
@@lucabaldi2227 I wonder how long standard ball bearings typically last with significant longitudinal forces pulling on the shaft because of the propeller. Standard ball bearings are designed to reduce friction and support loads that are primarily perpendicular to the crankshaft, not along its axis.
Might be worth checking into. Maybe it's not a concern though.
@@chris2790 thank you
Can 25 HP handle 2 seater ultralight or microlight trike?
No
The Rutan Q1 flew with an 18hp onan. Pretty fast too.
great vid
How much this engin
Engine + avionization about 5000 €. Look at mc30it.blogspot.com/p/blog-page_67.html
any 65hp briggs and stratton engine for microlight?
I dont know.
You'd have to modify the Briggs or Predator motor from Harbor Freight. Check out Red Beards Garage here on UA-cam
The Vanguard V2 is the most powerful engine made by B@S.
you can build the 23 to 70 hp
Is the copper pipe running along the exhaust pipes heating the fuel ?
No. The oil inside the pipe heat the intake manifolds because they are very long. Moisture that is in the intake air condenses if the collectors are cold, and the engine goes badly on approach.This solution was developed by Mr. Colomban and it works just fine. Ciao
@@mc30it69 Heating the induction air will also reduce power. Instead add a collar around the exhaust tubes and route that air only when pulling the power back, in general aviation planes that are carburated it's called carb heat.
@@GrantOakes Thanks, already done 4 years ago
helo động cơ này mua ở đâu bạn ơi chỉ giúp cho mình mua với cảm ơn bạn mình ở việt nam không có
Chào anh mình cũng người Việt nam nè anh định chế máy bay sao . Cái máy này là Vanguard 23 hp nhưng họ chế cho nhẹ đi độ lại lửa và van nạp xả
An Le mua trên ebay Việt nam hoặc dùng máy Honda gx 690 cũng tương đương như vậy đều là máy thiết bị nông nghiệp
@@baynguyen9639chào Baynguyen
What’s the hosepower range on it? Wonder if it’s light enough to use on my affordaplane build 🤔
23/25 HP.
I will publish a new video by August. I installed the oil cooler.
Ciao, Luciole 114
✌️nice! What is the fuel consumption: per/hour❓🤔
3,8/4 l /hour. Ciao
@@lucabaldi2227 🤙
@@lucabaldi2227 B&S: 650 cc❓
where can I buy one like that?
They sell the pieces and you have to do it!
Excelent!!! Can you tell me what mods you did on the engine? Intake? Carb? Exhaust? No changes inside? do you know how much power you can get with those changes? Thanks a lot
per piacere scrivimi a lucabfoto@tiscali.it
It made me doze off
How can i find performance parts for a 16hp v twin vanguard
Performance V Twins in Iowa makes complete engines and sells performance parts.