Diamond DA-40 with G-1000 pirep

Thomas Borchert wrote:

Diamond has
decided to offer Lycoming engines as an alternate for the Twin Star (which
must really please Textron)

Diamond has been bitten before when introducing a new engine to the US
market, the Rotax. So they're careful.

It's not only this.

First, as you've mentioned, the Thielert engine has not very much power.
So there is still a demand for the stronger Lycoming engine.

Second, Diamond is well aware that the first buyers of the Thielert
engine are beta testers. They have never made a secret out of this. So
they decided to sell the Diesel version only near their factory until
they have collected enough experience. Makes a lot of sense to me.

Stefan

Tom Sixkiller wrote:

Aren't they also heavier, i.e., pound of engine weight per HP generated?

Every one of which I've read is heavier than an equivalent gas engine, especially
with all the accessories installed. Since some of the new diesel designs are
2-stroke, and most gas engines are 4-stroke, though, some of the newer ones may
actually come in lighter than the equivalent gasoline engine (if they ever make it to
production).

George Patterson
In Idaho, tossing a rattlesnake into a crowded room is felony assault.
In Tennessee, it's evangelism.

G.R. Patterson III wrote:

Aren't they also heavier, i.e., pound of engine weight per HP generated?

Every one of which I've read is heavier than an equivalent gas engine, especially
with all the accessories installed. Since some of the new diesel designs are
2-stroke, and most gas engines are 4-stroke, though, some of the newer ones may
actually come in lighter than the equivalent gasoline engine (if they ever make it to
production).

Help me out here.

Why "especially with all the accessories installed"?

Why is a 2-stroke cycle engine lighter than a 4-stroke?

Thanks.

Dave

Dave Butler wrote:

Why "especially with all the accessories installed"?

The injection system tends to be more complex and heavier than gasoline models or
carburettors. This is because the injectors spray fuel directly into the cylinder
rather than into a section of the intake manifold. Many diesels handle the higher
CHTs by using water cooling systems, and those add weight (Lycoming was working on
one of these a few years ago). On the other hand, the glow plug systems used for
starting tend to be lighter than the magnetos used in gas engines.

The main cause of the weight difference is still the fact that everything must be
beefed up to handle the higher compression, though.

Why is a 2-stroke cycle engine lighter than a 4-stroke?

There are twice as many power pulses per minute with a 2-stroke. They usually are not
as efficient as a 4-stroke, so you don't get twice as much power, but they will
easily produce 1.6 times the power of a 4-stroke the same size, and most do better
than that. So a 200hp 2-stroke engine is smaller than a 200hp 4-stroke engine. In
addition, 2-strokes don't have a valve train, which saves some weight.

George Patterson
In Idaho, tossing a rattlesnake into a crowded room is felony assault.
In Tennessee, it's evangelism.

"Thomas Borchert" wrote in message
...
Dude,

Diamond has
decided to offer Lycoming engines as an alternate for the Twin Star
(which
must really please Textron)


Diamond has been bitten before when introducing a new engine to the US
market, the Rotax. So they're careful. The US market is strongly in the
grip
of what I like to call "pilot inertia", as evident here in the group.
"We've
always done it that way, so we'll keep doing it that way" is strong in the
pilot community.

The US pilot community is that way for a reason. The performance of the
Rotax was miserable. Embry-Riddle ended up getting rid of all their Katanas
because of it.

"Thomas Borchert" wrote in message
...
Mike,

I'm surprised there isn't more interest in the diesel version in the US.
What percentage of DA40s sold in Europe are diesel vs. gas?


It is not offered in the US. Simple as that.

It is not certified here, either.

C,

The US pilot community is that way for a reason.

Well, sometimes yes, sometimes no.

The performance of the
Rotax was miserable. Embry-Riddle ended up getting rid of all their Katanas
because of it.


Then it may have been miserable for their mission (Prescott, AZ, anyone?).
But that doesn't mean it was unsuitable for others.

--
Thomas Borchert (EDDH)

G.R.,

. Since some of the new diesel designs are
2-stroke, and most gas engines are 4-stroke,


None of those certified or close to certification are 2-stroke. And all
the Thielert engines are very close to the Avgas engines they replace,
weightwise.

--
Thomas Borchert (EDDH)

C,

It is not offered in the US. Simple as that.

It is not certified here, either.


Don't be a smarta.. Why certify something that isn't sold?

--
Thomas Borchert (EDDH)

Why "especially with all the accessories installed"?

-heavier high-pressure fuel pumps, lines etc which are not needed on gas
engines.
-on two strokes you need a supercharger to get them started.

Why is a 2-stroke cycle engine lighter than a 4-stroke?
-less stuff: with twice the power strokes per piston, one needs fewer
pistons and all associated stuff. For example the three cylinder Wilksch is
as smooth as a six cyl gas engine http://www.wilksch.com/

If only they could be lighter :-)

Cheers & blue skies,

Pete

Europa Builder A239 dual-wing

http://europa.zutrasoft.com



"Dave Butler" wrote in message
...
G.R. Patterson III wrote:

Aren't they also heavier, i.e., pound of engine weight per HP generated?

Every one of which I've read is heavier than an equivalent gas engine,
especially
with all the accessories installed. Since some of the new diesel designs
are
2-stroke, and most gas engines are 4-stroke, though, some of the newer
ones may
actually come in lighter than the equivalent gasoline engine (if they
ever make it to
production).

Help me out here.

Why "especially with all the accessories installed"?

Why is a 2-stroke cycle engine lighter than a 4-stroke?

Thanks.

Dave