Other advantages should be longer overhaul periods, FADEC already incorporated, elimination of cooling problems, possibly run on Jet A, Diesel 1 and 2, elimination of magneto ignition and 500 hour overhaul.

 

Bryan

N132BB

 

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Craig Berland
Sent: Wednesday, March 28, 2007 9:30 AM
To: lml@lancaironline.net
Subject: [LML] Thielert Diesel Centurion 4.0

 

Bryan J. Burr wrote:

This would be a great engine installation for the ES and Legacy if it fits under the cowling.  Does anyone know if Thielert will sell to the open market (non O.E.M.) and what the pricing would be? 

As per the Theirlert Web Site:

“The Centurion 4.0 was certified by the EASA for the installation in the Cirrus SR 22 on February 12, 2007 already. The certification of the 4.0 for the Cessna 206 is expected in the next days. These two certifications will open the market for deliveries of the 4.0 engine.” 

 

Bryan, I can't find any reference to BSFC on the Thielert web site.  My experience with diesel engines was they are not significantly better than .38 BSFC and they are always heavier than a comparable gas engine for a given power output.  Now there have been some significant diesel engine improvements in the last few years.  A friend of mine has been working intake ports on a diesel engine and he has flow rates very high with valve lifts near one inch.  When you go to direct injection and no pre-chamber, the C/R can go down and these big valve lifts are possible.  Add a couple of big turbos and maybe you have something.  My intuition is, the main advantage is that it can burn Jet A fuel.  If the airliners get their way, gas engines will pay the FAA bill.

Craig Berland