Light weight Euro-diesels

Morgans wrote:

Diesel is still cheaper than jet fuel. Or isn't it? I've been too
afraid to go to the pump the past few days

One thing I have to ask, is if that engine is rated to use Jet A? From what
I have read, many are not, because some injector pumps need the lubrication
that diesel provides, that Jet A does not have. If the pump is not able to
handle the Jet A, it will quit in fairly short order.

Not if you mix in 2% biodiesel. That replaces the lubrosity lost by
eliminating the sulfides in the diesel fuel.


AP

wrote:


It _is_ pretty impressive technology. Though the European-ness of it is
really isn't that big of a deal. All the car companies are pan-global
entities these days.

Diesel is still cheaper than jet fuel. Or isn't it?
Jet A1 is a little bit cheaper, but it need oil addition (2 strokes oil is
good but normal oil would be ok) for high pressure pump.

I've been too afraid to go to the pump the past few days :-) At current
prices biodiesel does become cost effective if one could find a suitable
anti-gel agent.
No anti-froze agent needed, just an fuel/water heat exchange and the whole
tank become warmer when the engine is runnig. For pure biodiesel, the car
choice is an exhaust/fuel heat exchange.

I just wait for a new design from daihatsu: a 2 cylinder, 2 strokes
superchared, turbocharged 85HP.
I'm waiting for weight info, the 2 strokes only may achieve same weight
than mogas engine.

By
--
Pub: http://www.slowfood.fr/france
Philippe Vessaire Ò¿Ó¬

Philippe Vessaire wrote:
wrote:


It _is_ pretty impressive technology. Though the European-ness of it is
really isn't that big of a deal. All the car companies are pan-global
entities these days.

Diesel is still cheaper than jet fuel. Or isn't it?
Jet A1 is a little bit cheaper, but it need oil addition (2 strokes oil is
good but normal oil would be ok) for high pressure pump.

I've been too afraid to go to the pump the past few days :-) At current
prices biodiesel does become cost effective if one could find a suitable
anti-gel agent.
No anti-froze agent needed, just an fuel/water heat exchange and the whole
tank become warmer when the engine is runnig. For pure biodiesel, the car
choice is an exhaust/fuel heat exchange.

I just wait for a new design from daihatsu: a 2 cylinder, 2 strokes
superchared, turbocharged 85HP.
I'm waiting for weight info, the 2 strokes only may achieve same weight
than mogas engine.

By
--
Pub: http://www.slowfood.fr/france
Philippe Vessaire =D2=BF=D3=AC


Have you heard of anyone cutting Jet A like your describing? I would
expect those engines are quite sensative. I'd be really nervous about
fuel/oil ratios doing that!

Interesting thought on plumbing the coolant to the fuel tanks. Have you
heard of anybody doing this on an aircraft? (I know the car guys do it
all the time) That might make aircraft designed with header tanks more
appropriate for diesels. (Easier to build the heat sink)

It might even be possible to just ignore the radiator completely and
turn the skin of the aircraft into the heat sink. Basically you'd route
several flows of 3/8" aluminum tubing strategically about the airplane.
You could end up with a deicing system instead of a radiator! It would
probably take more line/water than was in the radiator, but it might
make up for it in aerodynamics. (No radiator hanging in the breeze) I'd
have to crunch the numbers, it probably isn't feasable, but it's a
thought.=20

-Matt

Philippe Vessaire wrote:

No anti-froze agent needed, just an fuel/water heat exchange and the whole
tank become warmer when the engine is runnig. For pure biodiesel, the car
choice is an exhaust/fuel heat exchange.

I've never seen this. All of the biodiesel/vegoil cars I've seen have
used coolant/fuel heat exchangers.


AP

Can't find any info regarding weight, but in my new VW 1.9 TDI PD the
performance is very good.

David

wrote in message
ups.com...
Anybody know anything about that CH701 on Zenairs site that has a
mercedes smart Diesel in it?

It got me to poking around on some european website. I found the specs
for the ford 1.4 litre diesel sold over there. Not sure how the figures
size up to gas engines currently in use. Any Opinions?

http://www.histomobile.com/histomob/tech/2/112.htm

-Matt

"dje" wrote in message
...
Can't find any info regarding weight, but in my new VW 1.9 TDI PD the
performance is very good.

You have a "Mercedes" diesel in you VW?
--
Jim in NC

a écrit:



It got me to poking around on some european website. I found the specs
for the ford 1.4 litre diesel sold over there. Not sure how the
figures size up to gas engines currently in use. Any Opinions?

These engines are "Light weight" only for automotive use.
The 1l4 is a Peugeot design, you may choose a 1l6 (DV6 TED4) with the
same weigt and power up to 110HP@4000rpm.

http://minilien.com/?krjU8zHgIx


I am not sure, but I read "around" 100kg for the engine. You still kneed
a PSRU.
I think you may have a 110HP engine for 120-130kg minimum. It is still
heavier than mogas engine.


Just for fun: with this type of engine, you may got 50mpg on car like
Toyota Corolla.

By
--
Pub: http://www.slowfood.fr/france
Philippe Vessaire Ò¿Ó¬

Just a point. On one 700 mile trip in my VW Jetta TDI, holding the speed to
between 55 and 60mph, I got 55mpg. Normal use is 45mpg or better.

--
Kathy Fields
Experimental Helo magazine
P. O. Box 1585
Inyokern, CA 93527
(760) 377-4478
(760) 408-9747 general and layout cell
(760) 608-1299 technical and advertising cell

www.vkss.com
www.experimentalhelo.com


"Philippe Vessaire" wrote in message
...
a écrit:



It got me to poking around on some european website. I found the specs
for the ford 1.4 litre diesel sold over there. Not sure how the
figures size up to gas engines currently in use. Any Opinions?

These engines are "Light weight" only for automotive use.
The 1l4 is a Peugeot design, you may choose a 1l6 (DV6 TED4) with the
same weigt and power up to 110HP@4000rpm.

http://minilien.com/?krjU8zHgIx


I am not sure, but I read "around" 100kg for the engine. You still kneed
a PSRU.
I think you may have a 110HP engine for 120-130kg minimum. It is still
heavier than mogas engine.


Just for fun: with this type of engine, you may got 50mpg on car like
Toyota Corolla.

By
--
Pub: http://www.slowfood.fr/france
Philippe Vessaire Ò¿Ó¬

Stuart & Kathryn Fields wrote:

Just a point. On one 700 mile trip in my VW Jetta TDI, holding the speed
to
between 55 and 60mph, I got 55mpg. Normal use is 45mpg or better.

just googlise that:
diesel "2CDDI-II"
and you will see that
http://www.daihatsu.com/motorshow/frankfurt05/pdf/e.pdf

The most désirable diesel for light aircraft may be hide in the 2CDDI-II
name.
Just wait more news about weight.


By.
--
Pub: http://www.slowfood.fr/france
Philippe Vessaire Ò¿Ó¬

Here is the VW tdi as an industrial engine.

Given the application I would expect there is a big honkin flywheel on
this thing that would be removed for aviation purposes. Then after
replacing the the alternator etc etc. It would still be heavy, but
potentially doable.

http://www.maesco.com/products/vwp/v...dieselpto.html

Anyway, it's something interesting to look at.

-Matt