Smart Turbo Diesel or VW Lugo Diesel

flybynightkarmarepair wrote:
wrote:


Go here...................
http://www.ecofly.de/english.htm


And then click on their prices and you will find a smart engine diesel
all ready to install into aircraft.

All the technical information is about the GAS version of the engine.


I think if you look around the website a little more you will notice
they also sell a smart car diesel aircraft engine.

Howdy,
I am looking into a power plant for a Zenith 701. I am very interested
in going the route of a diesel. Would anybody have any information on
either the:
Smart (Mercedes) 3 cyl. 95 hp Turbo Diesel (can be chipped up to 112
hp) found in the Smart ForFour or VW Lupo or Fox (euro) 3 cyl. 1.4
liter 70 hp Turbo Diesel (can be chipped up to 108 hp)
What I am most interested in is weight and the PSRU.
Thanks,
Bill

Sorry to rain on your parade, but...
That looks like a good way to turn on the "chip detector." :-(

It is really trivial for cars, which almost never run more than about 30% of
maximum power for extended periods. It is troublesome in trucks, and leads
to shorter engine life--but the only casualty is the owner's checkbook.
However in an airplane, I would take the manufacturer's power rating for
truck use, reduce it by another 10%, and then consider maximum cruising
power to be about 60 to 65% of that result.

I know that a lot of conversion advocates regard that as heresy, but I am
much more concerned that even I may still be too optomistic!

Peter

"Peter Dohm" wrote in message
...

Sorry to rain on your parade, but...
That looks like a good way to turn on the "chip detector." :-(

It is really trivial for cars, which almost never run more than about 30%
of
maximum power for extended periods. It is troublesome in trucks, and
leads
to shorter engine life--but the only casualty is the owner's checkbook.
However in an airplane, I would take the manufacturer's power rating for
truck use, reduce it by another 10%, and then consider maximum cruising
power to be about 60 to 65% of that result.

I know that a lot of conversion advocates regard that as heresy, but I am
much more concerned that even I may still be too optomistic!

Peter

Good advice, Peter. Finally someone with a SMART answer ;-)

Rob

("bbutlergps" wrote)
I am looking into a power plant for a Zenith 701. I am very interested in
going the route of a diesel.


I like the Toyota (Yaris, and other models) 1.4 D-4D (ALL Aluminum) Turbo
Diesel engine

I'm having trouble finding a variety of good links to the engine's specs.

Toyota .................1.4 D-4D
Horsepower ........90 @ 3,800
Torque ...............190 @ 1,800-3,000
Weight ..................99kg
(weight includes many extras: turbos for one)

From the below link:
"...VVT-i continuous variable valve timing although Daihatsu called it
"DVVT" instead (D for Daihatsu?)"

This is on the normally aspirated 1.3 model. I suspect the 1.4 D4-D is also
DVVT --- which is a plus for Sport Pilot applications, since constant speed
props are out.

http://preview.tinyurl.com/y75lou
(Same link as below ...wait for it)

R.A.H. April 13, 2006
"Toyota (aluminum) Diesel 1.4 D-4D ...89 bhp"
http://groups.google.com/group/rec.a...d5049bec028d5b


http://www.geocities.com/plane_diesel/index2.html
Good info on the Toyota Ya(n)is 1.4 Turbo Diesel engine

In conclusion:
1. Toyota 1.4 D4-D should be able to turn a prop at 2400-3000, WITHOUT
needing a PSRU.
2. Direct injected Turbo Diesel will do well with this LSA requirement: "A
maximum airspeed in level flight with maximum continuous power (VH) of not
more than 120 knots CAS under standard atmospheric conditions at sea level."
3. If it's a single seat LSA, the weight penalty is not as much of an
issue.
4. Throttled back to 2400rpm, I would think the 1.4 D4-D would cruise
around all day @ (under) 2 GPH ...just a guess. g
5. Turbo cruise would mean Sport Pilot/LSA flights @ 8k-10k ft might see
140-150 kts (GPS) ground speeds. ...just a guess. g


Montblack-smoke-out-the-exhaust-pipe

Montblack wrote:
("bbutlergps" wrote)
I am looking into a power plant for a Zenith 701. I am very interested in
going the route of a diesel.


I like the Toyota (Yaris, and other models) 1.4 D-4D (ALL Aluminum) Turbo
Diesel engine

I'm having trouble finding a variety of good links to the engine's specs.

Toyota .................1.4 D-4D
Horsepower ........90 @ 3,800
Torque ...............190 @ 1,800-3,000
Weight ..................99kg
(weight includes many extras: turbos for one)

From the below link:
"...VVT-i continuous variable valve timing although Daihatsu called it
"DVVT" instead (D for Daihatsu?)"

This is on the normally aspirated 1.3 model. I suspect the 1.4 D4-D is also
DVVT --- which is a plus for Sport Pilot applications, since constant speed
props are out.

http://preview.tinyurl.com/y75lou
(Same link as below ...wait for it)

R.A.H. April 13, 2006
"Toyota (aluminum) Diesel 1.4 D-4D ...89 bhp"
http://groups.google.com/group/rec.a...d5049bec028d5b


http://www.geocities.com/plane_diesel/index2.html
Good info on the Toyota Ya(n)is 1.4 Turbo Diesel engine

In conclusion:
1. Toyota 1.4 D4-D should be able to turn a prop at 2400-3000, WITHOUT
needing a PSRU.
2. Direct injected Turbo Diesel will do well with this LSA requirement: "A
maximum airspeed in level flight with maximum continuous power (VH) of not
more than 120 knots CAS under standard atmospheric conditions at sea level."
3. If it's a single seat LSA, the weight penalty is not as much of an
issue.
4. Throttled back to 2400rpm, I would think the 1.4 D4-D would cruise
around all day @ (under) 2 GPH ...just a guess. g
5. Turbo cruise would mean Sport Pilot/LSA flights @ 8k-10k ft might see
140-150 kts (GPS) ground speeds. ...just a guess. g


Montblack-smoke-out-the-exhaust-pipe

Montblack,
Thanks so much for this type of information. Are you in Euro? Keeping
it coming.
Thanks again,
Bill

bbutlergps wrote:

This is on the normally aspirated 1.3 model. I suspect the 1.4 D4-D
is also DVVT --- which is a plus for Sport Pilot applications, since
constant speed props are out.

No VVT on any diesel to day.


My diesel dream
http://www.daihatsu.com/motorshow/frankfurt05/pdf/e.pdf

read from page 25 about 2CDDI-2

but it seems to be vapor...

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

("bbutlergps" wrote)
Thanks so much for this type of information. Are you in Euro?


Nope. Minnesota.


Montblack

Montblack wrote:

I own this engine in my car...

In conclusion:
1. Toyota 1.4 D4-D should be able to turn a prop at 2400-3000,
WITHOUT needing a PSRU.
But with low power: around 47kW/65HP at 2500 and near 110kg with all
accessories, water and oil.
On the optimistic side, you may have 75HP at 3000 rpm.

I thnik it's better to built a PSRU and turn the propeller at 2200rpm
for 3500 engine rpm. You add 5-10kg and get 15-20HP


3. If it's a single seat LSA, the weight penalty is not as much of an
issue.
4. Throttled back to 2400rpm, I would think the 1.4 D4-D would cruise
around all day @ (under) 2 GPH ...just a guess. g

I think 4GPH would be more real. I consider 3,5 to 4 GPH for 65HP.
I take 180g/h/HP for fuel burn (or 395lb/h/HP)



5. Turbo cruise would mean Sport Pilot/LSA flights @ 8k-10k ft might
see 140-150 kts (GPS) ground speeds. ...just a guess. g
True, I like turbo for that... Consider that automotive turbo may stall
earlier than airplane ones.

We have some small diesel in Europe, but few are realy light and
reliable.


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

Philippe Vessaire wrote:
Montblack wrote:

I own this engine in my car...

In conclusion:
1. Toyota 1.4 D4-D should be able to turn a prop at 2400-3000,
WITHOUT needing a PSRU.
But with low power: around 47kW/65HP at 2500 and near 110kg with all
accessories, water and oil.
On the optimistic side, you may have 75HP at 3000 rpm.

I thnik it's better to built a PSRU and turn the propeller at 2200rpm
for 3500 engine rpm. You add 5-10kg and get 15-20HP


3. If it's a single seat LSA, the weight penalty is not as much of an
issue.
4. Throttled back to 2400rpm, I would think the 1.4 D4-D would cruise
around all day @ (under) 2 GPH ...just a guess. g

I think 4GPH would be more real. I consider 3,5 to 4 GPH for 65HP.
I take 180g/h/HP for fuel burn (or 395lb/h/HP)



5. Turbo cruise would mean Sport Pilot/LSA flights @ 8k-10k ft might
see 140-150 kts (GPS) ground speeds. ...just a guess. g
True, I like turbo for that... Consider that automotive turbo may stall
earlier than airplane ones.

We have some small diesel in Europe, but few are realy light and
reliable.


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


Philippe,
With that weight at 110 kg or 242 lbs might be over my weight limit.
Could that engine that you have in your car be chipped up to increase
the HP? What model car is it?
Thanks,
Bill

bbutlergps wrote:


With that weight at 110 kg or 242 lbs might be over my weight limit.
Could that engine that you have in your car be chipped up to increase
the HP? What model car is it?
The car: corolla (55-60 mpg car)
the engine: 1364cm³ 90HP@3800rpm

try http://www.toyota.co.uk
and read all about the Yaris (Echo) and Corolla and the D-4D engines.
Toyota engine name: 1NDTV

Note: the torque decrease slitly after 3000rpm, max value is 190Nm flat
from 1800rpm to 3000rpm.

I think you may tune up to 105-110HP.
read he http://www.tuningbox.com/ for Corolla 1.4 D4D

You may cut out come cast fittings and save little weight. With 2
gallons for cooling fluid, one radiator and hoses, you add 14-15lbs.

If you need to save more weight, you may consider less fuel.



I am thinking about a basic engine ECU with a sychronised monostable,
4 sensors and 4 OR gates.
It is too simple, a manifold pressure correction is required as fuel
injection time (and flow) correction.

A friend think about megasquirt ECU
http://www.megasquirt.info/



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