Micro CoGen.

RJ,
When I had that thing running when mounted on the Ford LRG425, I believe it put out around 48 volts unloaded, un-rectified at 1800 rpm's. I can't remember.

If I remember correctly, wasn't there another PM head mounted on the end where the pulley is mounted?

Wow, it's been so long ago. Time sure flies.

Here is a link:
https://www.shawneepower.com/
Eric is the owner. He has the rights to build these. I spoke with him some time ago and he mentioned that they are somewhat different than his. Eric might be able to help you figure it out.

Bob G. has two of those PMG heads also. But, I'm not sure if they are the same as what you have.

Bob and Eric at Shawnee Power would probably be the most help.

Oh, Eric is a member on this forum.

https://listerengine.com/smf/

LEF is back up and operating.

On your picture below it shows a flywheel rotation of clockwise when facing the flywheel. Is that correct?



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Quote from: veggie on June 26, 2023, 03:04:45 PMDoes anyone speak (or read) Manderin?
The flywheel on my Changfa 195 has 3 markings.
I would like to know what the markings mean so that I can confirm the injector timing.
The manual says to rotate the engine on the compression cycle until the "mark"  (does not say which mark) lines with the notch in the water hopper and that will equal the required 18 deg. BTC.

Well ... mine has 3 marks, and mine does not have a hopper cooler, it has a factory radiator with no notches or markings. 

I have attached these pictures in case anyone can help identify the rotational degree values of these symbols.

<Click on the pictures to enlarge>

Veggie,
On the Kubota EA,EB and EL series engines built with a radiator, Kubota put timing marks on the safety cage. Most wouldn't even notice them if they don't know what they're looking for. Here is a snapshot from the Kubota shop manual.

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I don't know how efficient they are. Todays brushless are probably higher efficiency. But 92%, that seems pretty high.

It's been a busy two months. I'm looking forward getting back to some of my unfinished projects. One of the first things is I have to disassemble and move a Jet RF-20 milling machine to the shop. This milling machine it's just what I've been waiting for. It comes with everything that I need for my projects. Looking forward to start machining engine mounts for the 1A08-4 engine powered DC alternator project.

If anyone is interested,
Here is some good reading about Fuel Mixtures for Drag Racing Engines

https://www.enginebuildermag.com/2018/01/fuel-mixtures-drag-racing-engines/

I they look much smaller than the S195.

Modifications, I would imagine some of the following was done:
•  Boosted fuel pressure or Larger injection pump and injector.
• Advanced injection pump timing.
• Reworked cam profile and timing.
• Head porting.
• Larger valves and stronger springs.
•  Possibly tuned intake and exhaust to minimize intake reversion and increase exhaust scavaging.
• No governor.
• Some type of blended fuel.

It looks like lots of fun.   I think they should install explosion resistant flywheel scatter shields. Thanks for posting!

I would think you would be able the use a 3/4 hp motor.

Ran Rockwell Delta horizontal/vertical belt sanders with 1 hp capacitor start motors. And Delta contractor's table saws with 1 hp capacitor start electric motors on 15 amp wall outlets. Shortest wire length and 12 gauge wire helps.

I have run 1 hp capacitor start motors on wall outlets with 14 gauge wire with no problems.

Quote from: DKMC on March 24, 2023, 08:08:53 AMYou could always step down to an I4....340hp...for starters.

https://www.motortrend.com/how-to/blueprint-engines-four-cylinder-crate-engine-ls-head/?sm_id=paid:sm_id:fb:mtoo:23:OOtraffic:article:m18-65us:mt

I guess with a turbo it would be at least 450, maybe 500hp.
You can even run a Winsor head if you don't like the LS.

DKMC,
Thanks for posting. Great article. I figured those heads would someday be used on a four cylinder.

There are guys buying those heads, cutting them up and having them welded together to make a head that fits on a ford 300 six.

Yea, I'm an in-line six fan. Perfect engine for my needs. My truck hauls just fine as it is. And I can work on it.

Did two runs at same location marker. The road was in very good shape. Weather was perfect. 75 F. Very low humidity.

The first run, I nailed it. There was no wheel spin. Shifted around 4200 to 4300 in 1st and second, shifted in 3rd and 4th around 3500. There was not much that I could do better. The torque tilted the truck to one side during take off. The engine pulled very well. It surprised me how well it did. But I just can't believe that the time is right.

1st run:You cannot view this attachment.

It just doesn't make any sense. I know the truck is not putting out enough HP to make the ET. It doesn't add up. Unless the engines torque pulled it off.


The second run did not go well. Broke traction and had some wheel hop. Had to back off the throttle to eliminate wheel hop. First and second shifts were about the same as the first run. Shifting to third and fourth is where I messed up . I waited too long to shift. About 4200. Much too high and my ET was slower. It shows that around 3500 is the point to shift.

The time was somewhat a disappointment. But a learning experience. No need to rev the stock engine to the moon.

2nd run:
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What really doesn't make any sense is my best time had the lowest speed. Please comment what you think.


The truck is officially retired from any more abuse. It's been fun and it's time to use the truck as intended.

Having second thoughts of winding the engine so high. Will be keeping the rev limiter at 4000. That will be enough abuse.