Diesel engine

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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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.

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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Outgoing mail is certified Virus Free.
Checked by AVG anti-virus system (http://www.grisoft.com).
Version: 6.0.663 / Virus Database: 426 - Release Date: 4/20/2004

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.

Hi Pete,

What factors dictate the difference between max and continuous rated
power? The main one I can think of is the ability to remove waste
heat. And of course a diesel produces less waste heat per unit HP
than a spark ignition engine.

Regards

"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.

Jay wrote:

Hi Pete,

What factors dictate the difference between max and continuous rated
power? The main one I can think of is the ability to remove waste
heat. And of course a diesel produces less waste heat per unit HP
than a spark ignition engine.

Regards

"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.


I always thought the difference between max and continuous rated hp was
its ability to not self destruct at a low or reasonable TT. Lots of
factors come to play here. Example, an engine that is rough at higher
rmp would, from lack of better words, shake it's self apart. You know
the faster it turns the more centrifical force. The harder it rubs the
faster it will ware. Of course heat is a factor also, the faster it
turns, the more fuel you putting through there, the hotter it gets. It
also gets hotter from rubbing harder. If you turn the engine from an
external power source, it will build up heat and the faster you turn it
the hotter and that is with no internal combustion. Now I know that heat
wouldn't ruin an engine, but it adds.

Heat is usually the big one. How you get rid of it is critical, of course.
Dave Driskoll (DH) can probably tell us all more about this. One of the
things that is really cool about the DeltaHawk engines is that they are
designed to be run continuously at max (pretty sure about this.....Dave, are
you there?). That's a lot of full-time horses.

"Jay" wrote in message
om...
Hi Pete,

What factors dictate the difference between max and continuous rated
power? The main one I can think of is the ability to remove waste
heat. And of course a diesel produces less waste heat per unit HP
than a spark ignition engine.

Pete Schaefer wrote:

Heat is usually the big one. How you get rid of it is critical, of course.
Dave Driskoll (DH) can probably tell us all more about this. One of the
things that is really cool about the DeltaHawk engines is that they are
designed to be run continuously at max (pretty sure about this.....Dave, are
you there?). That's a lot of full-time horses.


That't what it takes for aircraft ops.