This engine performs

I started by dropping the idea of cutting a case in half through the bores and welding it back together – too many problems with that. I set out from the beginning to design and cast a proprietary crankcase that would accept the abundantly available Continental O-200 parts. After completing solid MDF case patterns, I fabricated the 6 individual molds that produce sand molds and cores for each case half. The right half molds were taken to a foundry in SoCal where the first prototype case half was cast.  It came out a bit heavy so with the knowledge gained, I fabricated the left half molds incorporating the necessary changes to produce a light weight but strong case. 
Next, I contracted with CP Carrillo to custom build light weight, forged pistons w/rings that would fit the O-200 cylinders. Additionally, custom “H” beam rods were designed that would give the Pegasus O-100 a 9:1 compression ratio.  The decision to scrap the Continental rods and pistons was two-fold: 1)  it was an issue with weight – the new pistons and rods are about 2 lbs per cylinder lighter (and 10 times stronger) than stock and, 2) with complete control of the weight of the rotating and articulating mass, I can guarantee the production engines will be balanced and smooth running across the production run. I’m thinking and shooting for “Sewing Machine Smooth”.
Next, I began work on the crankshaft which started by reading, studying and calculating on crankshaft design.  If you are interested, C.F. Taylor’s books The Internal Combustion Engine in Theory and Practice Volumes 1 & 2 is an excellent source of engineering information for anyone inclined that way.   Because I hold the utmost importance on high quality and reliability, I wracked my brain over how to make the crankshaft for many, many weeks. Finally, my research and number crunching, and talking to PhDs in metallurgy, I made the decision to design the crankshaft to be manufactured using a casting process called ADI, or Austempered Ductile Iron.   After austempering, cast ADI has characteristics that are as good, and, in many respects, better than forgings.  This also gave me complete control of the design of the crank since I could build the patterns right here in the shop. The crank design has gone through several iterations but I’m convinced at this point that the current design ADI crank is the answer for the O-100. Hours and hours of testing under grueling conditions will be performed before any production units are delivered. 
The Pegasus O-100 kit will now consist of the following high quality, all-American made


1. Heat treated A356 aluminum case halves, completely machined and ready for assembly
2. ADI crankshaft, balanced and completely machined, ready for assembly.
3. Two, high performance, ultra-low weight, forged aluminum pistons w/high performance, low drag rings
4. Two, high performance, ultra-low weight forged steel “H” beam rods with 9:1 compression ratio
5. Custom cast, two cylinder intake manifold for Zenith-Bendix carburetor
6. Custom Pegasus Power rocker covers
7. Stud Kit – All the studs and bolt you will need to assemble your engine
All of the components in our kit are designed to accept stock Continental O-200 parts, e.g.: cylinders, valves, accessory case, intake tubes and rubber connectors, bearings, gaskets, gears, lifters, pushrods, oil tank etc.  Speaking of the oil tank, the stock O-200 oil tank is unnecessarily large (6 qt) and heavy for this engine. The smaller, lighter A-65 tanks (4 qt) are rare and expensive. Either one will obviously fit on the Pegasus O-100 but we are designing a special 2 1/2 qt., low profile tank specifically for this engine.  It won’t be part of the kit but will be available from our Pegasus Web Store when we get up and running (pun intended).  
We will be testing the prototype with 2, stock 4301 Slick mags and harnesses with UREM40E spark plugs.
Testing will be done with a Zenith-Bendix 32 mm industrial carburetor.  I had great success with one of these units on the DAF and expect great results on the Pegasus O-100.  It is a USA made product that is readily available on the internet for around $200.00. More on this after some testing. 
At Airventure 2012, I advertised the kit at an introductory price of $2,495.00.  To be true to my word, I am going to honor that advertised price for a limited number of units to get the ball rolling but with the addition of the custom rods and pistons, the price will have to go up soon to $2,995 – still a respectable and affordable price for the high quality, professionally engineered components you will receive.  
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