Diesel engine

I have need been able to find any real specs on this engine except that it
has an aluminum black with steel reinforcement and sleeves. Should be light
for the available power. Might be able to go without gear reduction just
using a prop shaft with thrust bearings coupled directly to the crank or
flywheel.

"Pete Schaefer" wrote in message
news:8JSic.32612$IW1.1418846@attbi_s52...
What's the continuous rated power? Peak power numbers are meaningless for
aircraft.

"Bryan" wrote in message
...
Has anyone been able to find the weight on the VW V10 diesel engine?
This
engine produces 550 lb/ft of torque at 2000 rpm and 310 hp at 3750 rpm.
Sounds like a great candidate for aircraft to me.




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Sure, but you might find that it can only handle 50% continuous power (or
less), which would put it way behind what, say, a DeltaHawk can do. Unless
you have a ton of money, time, and aircraft engine development
experience................


"Bryan" wrote in message
...
I have need been able to find any real specs on this engine except that it
has an aluminum black with steel reinforcement and sleeves. Should be
light
for the available power. Might be able to go without gear reduction just
using a prop shaft with thrust bearings coupled directly to the crank or
flywheel.

Good points! I have no idea how to find out what the continuous rated power
would be on this engine. I would love to have a DeltaHawk engine but as you
put it, I do not have a ton of money. I was leaning heavily toward the
Mazda rotary, looks like the way to as there are many flying already and
components are available.

Thanks

"Pete Schaefer" wrote in message
news:ngTic.32866$IW1.1433613@attbi_s52...
Sure, but you might find that it can only handle 50% continuous power (or
less), which would put it way behind what, say, a DeltaHawk can do.
Unless
you have a ton of money, time, and aircraft engine development
experience................


"Bryan" wrote in message
...
I have need been able to find any real specs on this engine except that
it
has an aluminum black with steel reinforcement and sleeves. Should be
light
for the available power. Might be able to go without gear reduction
just
using a prop shaft with thrust bearings coupled directly to the crank or
flywheel.




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I'm curious as to what kind of airframe you're considering putting something
like this in? Something fast, I'd assume. Also, something non-aerobatic.
Some kind of fast cruiser?

You might want to contact some people at VW to see if you can get some
detailed info on the engine. It could very well turn out that it would make
a great airplane engine, but there are a ton of unknowns at this point. How
would you go about examining the suitability of the engine for aviation use?
You're looking at a very non-trivial problem. Better know how to speak some
German, too.

I've watched the Mazda B13 thing closely over the last couple of years.
There are some interesting possibilities there, but none of the good options
look very cheap. You'll still spend a lot of time wringing the engine out
on the ground before you can gain enough confidence that you've done all
your homework. Granted, doing a homebuilt, you'll spend a bunch of your
time doing engine integration no matter what. Just gotta make sure to have
a sound approach to engine risk-reduction if you're going a non-standard
route. That means knowing the risks and being able to plan for them.

BTW: This summer, I'm starting work on an RV-8A. I'm tentatively penciling
in a DeltaHawk 180HP inverted V-4. I'm encouraged by their progress over
the last year. However, I won't hesitate to change my plans if some big
gotchas emerge with their design. Their first production run starts soon.
I figure they get to have two more years of maturity on the design before I
order mine. It's gonna cost a bunch, but I feel there is a resonably
controllable risk factor going with an engine that new.

"Bryan" wrote in message
...
Good points! I have no idea how to find out what the continuous rated
power
would be on this engine. I would love to have a DeltaHawk engine but as
you
put it, I do not have a ton of money. I was leaning heavily toward the
Mazda rotary, looks like the way to as there are many flying already and
components are available.

Just started construction of a BD-4 from plans. This is a fast airplane. I
have been looking very seriously at the Mazda engine for some time. The
engine builder for Tracy Crook believes he can get a very reliable 220 hp
out of the new Renesis engine.

The reason I was looking into the VW is that I would like to get better fuel
economy and more power would not be bad either. When I saw the power
ratings on this engine and found that it is all aluminum I thought that it
may make a good aircraft engine. VW diesel engines have proven to be very
reliable in the past although producing a lot of vibration. From what I
read on this engine the vibration may no longer be a problem as they are now
using a balance shaft (90 degree V10 is not naturally balanced). And being
a V10 5.0 liter engine should run very smooth. Another interesting feature
that I would like to investigate about this engine is that since it is
controlled by direct injection and has no manifold vacuum to work with, it
has an air pump for other controls (emission controls) that may be used for
a vacuum pump (for gyro instruments).

Overall it just looks like a very good candidate for a high performance
aircraft engine. And if this could be done without gear reduction may save
some money (and another possible failure point).


"Pete Schaefer" wrote in message
news:KNXic.34118$w96.2428876@attbi_s54...
I'm curious as to what kind of airframe you're considering putting
something
like this in? Something fast, I'd assume. Also, something non-aerobatic.
Some kind of fast cruiser?

You might want to contact some people at VW to see if you can get some
detailed info on the engine. It could very well turn out that it would
make
a great airplane engine, but there are a ton of unknowns at this point.
How
would you go about examining the suitability of the engine for aviation
use?
You're looking at a very non-trivial problem. Better know how to speak
some
German, too.

I've watched the Mazda B13 thing closely over the last couple of years.
There are some interesting possibilities there, but none of the good
options
look very cheap. You'll still spend a lot of time wringing the engine out
on the ground before you can gain enough confidence that you've done all
your homework. Granted, doing a homebuilt, you'll spend a bunch of your
time doing engine integration no matter what. Just gotta make sure to
have
a sound approach to engine risk-reduction if you're going a non-standard
route. That means knowing the risks and being able to plan for them.

BTW: This summer, I'm starting work on an RV-8A. I'm tentatively
penciling
in a DeltaHawk 180HP inverted V-4. I'm encouraged by their progress over
the last year. However, I won't hesitate to change my plans if some big
gotchas emerge with their design. Their first production run starts soon.
I figure they get to have two more years of maturity on the design before
I
order mine. It's gonna cost a bunch, but I feel there is a resonably
controllable risk factor going with an engine that new.

"Bryan" wrote in message
...
Good points! I have no idea how to find out what the continuous rated
power
would be on this engine. I would love to have a DeltaHawk engine but as
you
put it, I do not have a ton of money. I was leaning heavily toward the
Mazda rotary, looks like the way to as there are many flying already and
components are available.




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"Bryan" wrote in message VW diesel engines have proven to be very
reliable in the past although producing a lot of vibration.

Is this engine offered in the US? Is it offered with a turbocharger?

D.

This is turbocharged (the only way they make it). It is now available in
the US, it is the VW touareg.

"Capt.Doug" wrote in message
...
"Bryan" wrote in message VW diesel engines have proven to be very
reliable in the past although producing a lot of vibration.

Is this engine offered in the US? Is it offered with a turbocharger?

D.




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On Sun, 25 Apr 2004, Pete Schaefer wrote:

I've watched the Mazda B13 thing closely over the last couple of years.
There are some interesting possibilities there, but none of the good options
look very cheap.

I think mine is a good option, and it is cheap. My 13b has flown over
400 hours in the last five years, and cost less than $2000. My fuel
burn is always less than a Lycoming at same speed/distance. It has
not had one hiccup inflight. I used the standard gearbox in second
gear, and it works fine.


You'll still spend a lot of time wringing the engine out
on the ground before you can gain enough confidence that you've done all
your homework.

This we agree on! Few would be dumb enough to leave mother earth and
wonder if the motor will make good power. In my case, the weather was too
cold to do layups anyway, so I enjoyed the time spent testing my motor.

BTW, I repair turbocharged diesel engined trucks for my living, and often
wonder if a part would be as reliable if it weighed one-tenth of what
the good ones weigh in at. Not likely.

The BSFC of the Mazda wankle can get as good as .42, where the Lycoming
is over .5, and the turbo diesel is best at .36 lbs/hp/hr.

I am aware that most people should avoid trying to craft their own
airplane engine, but if you are so inclined, the Wankle rules!

George Graham
RX-7 Powered Graham-EZ, N4449E
Homepage http://bfn.org/~ca266

On Mon, 26 Apr 2004 13:16:54 -0400, "George A. Graham"
wrote:

The BSFC of the Mazda wankle can get as good as .42, where the Lycoming
is over .5, and the turbo diesel is best at .36 lbs/hp/hr.

I am aware that most people should avoid trying to craft their own
airplane engine, but if you are so inclined, the Wankle rules!

Hey George, good to hear from you. The Lycoming engine can get as low
as .38 BSFC when properly set up. Few pilots seem willing to go there
though as it requires leaning past peak. See John Deakin and "Mixture
Magic" in the AVWeb columns. The GAMI folks demonstrate the above
fuel burn routinely on their test stand. Auto engines tend to be at
..42 as you mention. I think lower BSFC with the big bore aircraft
engines has to do with large pistons and long stroke, I think, not
absolutely sure.

I'm getting set to do the ground runs on my engine and intend to run
it throughout the summer at high power settings. I don't understand
people who just bolt an engine, any engine, to the airframe and then
try to go flying without any test runs.

Corky Scott

wrote:

On Mon, 26 Apr 2004 13:16:54 -0400, "George A. Graham"
wrote:

The BSFC of the Mazda wankle can get as good as .42, where the Lycoming
is over .5, and the turbo diesel is best at .36 lbs/hp/hr.

I am aware that most people should avoid trying to craft their own
airplane engine, but if you are so inclined, the Wankle rules!

Hey George, good to hear from you. The Lycoming engine can get as low
as .38 BSFC when properly set up. Few pilots seem willing to go there
though as it requires leaning past peak. See John Deakin and "Mixture
Magic" in the AVWeb columns. The GAMI folks demonstrate the above
fuel burn routinely on their test stand. Auto engines tend to be at
.42 as you mention. I think lower BSFC with the big bore aircraft
engines has to do with large pistons and long stroke, I think, not
absolutely sure.

I'm getting set to do the ground runs on my engine and intend to run
it throughout the summer at high power settings. I don't understand
people who just bolt an engine, any engine, to the airframe and then
try to go flying without any test runs.

Corky Scott

Corky, your engine is liquid cooled, right?
Go for it and have fun.

But air cooled engines should generally _not_ be run static at high
power
for long periods - (ESPECIALLY VW conversions).

Richard
(Just my opinion, I could be wrong...)