Would it be pretty cool to get an STC for the DeltaHawk's Aircraft V-4 Turbo Diesel Engine for a PA-18?
http://www.deltahawkengines.com/
160 and 200 hp models, at 2,700 rpm
possible higher horsepower V-4 version (lower TBO)
jet-A (JP5) fuel, or #2 diesel where ambient temperatures are high enough to avoid gelling (above 20 degrees F)
BSFC = .39 lb/hp/hr
for a 1,000 nm trip in a Velocity at 65% power, this translates to:
40.9 gal Jet A for the V-4, versus
57.3 gal 100LL for Lycoming IO-360
lower part count and fewer potential leakage points than the current 4-cylinder gasoline-powered aircraft engines:
no cam shaft or valve train
no head gaskets to blow and no head bolts
fully doweled, four bolt main construction (12 studs)
inherently stout block and compact V-4 design
no ignition system
currently about 295 lbs including starter, oil pump, fuel pump, water pump, alternator, turbocharger, all internal lines and internal exhaust system
total installed weight with coolant, oil and heat exchangers is approximately 335 lbs
What do you all think?
http://www.deltahawkengines.com/
160 and 200 hp models, at 2,700 rpm
possible higher horsepower V-4 version (lower TBO)
jet-A (JP5) fuel, or #2 diesel where ambient temperatures are high enough to avoid gelling (above 20 degrees F)
BSFC = .39 lb/hp/hr
for a 1,000 nm trip in a Velocity at 65% power, this translates to:
40.9 gal Jet A for the V-4, versus
57.3 gal 100LL for Lycoming IO-360
lower part count and fewer potential leakage points than the current 4-cylinder gasoline-powered aircraft engines:
no cam shaft or valve train
no head gaskets to blow and no head bolts
fully doweled, four bolt main construction (12 studs)
inherently stout block and compact V-4 design
no ignition system
currently about 295 lbs including starter, oil pump, fuel pump, water pump, alternator, turbocharger, all internal lines and internal exhaust system
total installed weight with coolant, oil and heat exchangers is approximately 335 lbs
What do you all think?