Propeller revs are kept to a sensible limit by the additional complication of a 2.27-2.43:1 reduction gear. At high revs, not only do you have to open up the passages and port area to allow more intake air and exhaust gas to flow−but the inertia of the gas becomes significant.
VW soon enlarged the engine to 1,200cc and 36 horsepower. Motorav, located in Bocaiuva, Brazil, is the newest manufacturer of high quality light sport aircraft engines. If you build it well your engine will weigh 85-90 lbs.
Keep in mind that our plans call for using the entire case as this is the easier method and in many ways the preferred method for conversion. This engine comes in at almost the same weight as the most powerful 1/2 VW conversions, yet generates torque closer to a full 4 cylinder Volkswagen. They do NOT specify how to do the cut-case type conversation. The diesel aero engine is here to stay! The trouble is that the VW’s modest output – 47hp in single-port 1600 form – becomes even more so when running at acceptable propeller speed, there are limited options for increasing capacity without it becoming expensive and any tuning tended to reduce reliability. (H.A.P.I. Global Motors originally designed a 1/2 VW engine for use in light aircraft.
These plans were originally drawn by Scott Land in 1995 and were only 7 pages long. To send a link to this page you must be logged in. 85 hp 94 mm bore x 86 mm stroke 2400 cc 137 to 167 lbs. Better Half VW Engine - The Legal Eagle™ Ultralight - The Legal Eagle XL™ Ultralight - The Double Eagle™ LSA - The Cabin Eagle™ LSA. The Verner Scarlett 3V is a direct answer to the problem of a light, powerful 4-stroke for real ultralight aircraft. There are then a multitude of various other modifications needed to seal up new openings created during the conversion and keep the engine leak free. Engine HP can be from 28-37 hp depending on the internal parts used. Click the map below to see what the EAA has to say about Ultralight aircraft. Today we have the 915iS which, like the 914, uses a turbocharger to produce more power (this time we’re pushing up the P bit of the PLAN and going back to where we started: the more air you can pump through an engine, the more power it will produce). The F-23 puts out an amazing 50hp at only 6150 rpm and provides 42ft/lbs. Beneath the surface, those ‘crude’ aero engines we have lived with since the 1930s are actually rather clever. For decades, people had been trying to make a go of converting the one car engine that most resembled an aero engine, the air-cooled VW ‘boxer’ used in the Beetle. As you can see , it produces 205 pounds of pull . If the weight and complexity of reduction gearing are to be avoided − one of the fundamental lessons in engineering is that the simpler a mechanism can be made, the less likely it is to fail − an aero engine has to run at propeller speed.
However, the Rotax differs from classic VW car- and Continental aero-engine practice in that it has separate, liquid-cooled heads. The approach for car engines, where there are restraints on capacity arising from somewhat arbitrary factors like tax considerations and the rules in motor racing, the answer has been to rev the engine higher.
Will there be a problem with diesel car engines now falling out of favour? By improving the traditional Volkswagen design, Motorav engines disperse heat more efficiently and yield more horsepower. Cast your mind back, and you may recall work done is the product of force times distance−in this case m.e.p. All 2 CYLINDER EGNINES CAN BE MADE WITH THE CUT CASE OR FULL CASE VERSION, --------------------------------------------------------------------------------------------.
Options- Starter, Alternator, Accessory Case, Aluminum Nicom Cylinders, Dual Ignition, Experimental and Ultralight Aircraft Engine Conversion Packages. To put this in context, this 1930s/40s design still weighs significantly less than the highly-developed 1.2 or 1.4 litre engine of the same power you would find in a VW car today. In aviation the requirements are different: an aero engine must be as light as possible in construction and run at a relatively low speed constrained by the limits of propeller efficiency−and there is no artificial limit to engine capacity. 28 hp 88 mm bore x 69 mm stroke 840 cc 85 to 103 lbs. Options – Starter, Alternator , Accessory Case. The special requirements of aircraft power plants, which have to be light, capable of turning a propeller at low rpm and ultra reliable, mean that aero engine design has followed its own path − and taking the expedient route of adapting a car engine has never been easy. ), initially of Calexico, California and later of Eloy, Arizona. The engine is relatively lightweight. However, it has never been easy to make a good diesel engine, as many would-be diesel aero engine manufactures have since discovered. Thus they have to be throttled to control output−and sucking in air past that throttle takes its own share of energy, meaning that the spark ignition engine becomes less efficient as the operating load is decreased. The cylinders are aircooled, though truth be told most of the cooling comes from the oil. In the 1960s, VW went through 1,300cc and 1,500cc transition models before coming to the 1,600cc single intake port design, and then the 1,600cc dual port design at 60 horsepower, that lasted through the end of production. All with a total weight of only 78 Lbs. There is no expensive or heavy reduction drive or exhaust system to mount. It’s also a very light engine, weighing in at 90.3kg (199lb) dry, including accessories (carburettor, magnetos and generator. Options- New Case , Battery Ignition, Dual Ignition, Aluminum NiCom Cylinders, Bed, Radial or Mosler Mounting, Starter, Alternator. times piston area (A) times the distance travelled by the piston during the expansion stroke (L). In any event, even if the automotive diesel engine was to be phased out, a few days production of obsolescent engines would be enough to provide for GA for decades. However, Continental and Austro have tackled these issues, improving reliability, reducing weight and increasing power output, making the diesel a much more competitive proposition. 76 hp 92 mm bore x 82 mm stroke 2180 cc 137 to 167 lbs. There are even full scale templates for making the proper parts.The detailed plans and drawings which take you all the way through the conversion process to actually starting and running your creation. The rights were purchased by Simplex Aeroplanes in February 2011 and have been revised with extensive information added. The engine is relatively lightweight.
of torque. We’ve spelled out power equals P x A x L x N, or expressed more simply and remembered more easily as power = PLAN (not so difficult, was it!). So why not adapt one of those high-volume engines for aviation? The astonishingly long-lived Continental O-200 (‘O’ for opposed cylinders and ‘200’ for 200 cubic inches) is a prime example of what was best in traditional aero engine design, delivering 100hp at 2,750rpm and displacing 3.29 litres. The new plans include 14 pages of written instructions with additional pages of figures and drawings. abbreviation, the Compiler has chosen to use HAPI, as many others have done. The 912 also follows general automotive practice in that it is a small-capacity unit that runs at high revs, in the case of the debut 80hp version 1.2 litres and 5,800rpm. To put this in context, this 1930s/40s design still weighs significantly less than the highly-developed 1.2 or 1.4 litre engine of the same power you would find in a VW car today. But what about the unconventional ones? Thus for the better part designers in the aviation world have avoided the sexy stuff − overhead camshafts, four-valve heads, gas-flowed exhausts and all that−and stuck to the crude looking push-rod, two-valve engines we all know so well. 50 HP 85.5 mm bore x 69 mm stroke 1600 cc 140 to 160 lbs. Contact us anyway you'd like, Call, Text, E-Mail, Facebook Msg, Snail Mail, or homing pigeon. So why should you build a 1/2 VW Engine? The engine is a Four-Cycle, two-cylinder, 990cc, V-Twin developing 40 hp at 3600 rpm. The economic solution is to take a full-case Volkswagon engine and modify it from four cylinders to using only the front two! Boy, has the conventional light aircraft engine progressed in the last three decades! The plans come spiral bound in an easy to understand format. 60 HP 92 mm bore x 69 mm stroke 1835 cc 135 to 165 lbs. Don't hesitate to contact with any questions. Too late for EASA transfer of a UK licence, 10 celebrities you probably didn’t know have pilot licences, Pilot profile: 17-year-old PPL, Ellie Carter, New Hill HX50 will disrupt the small helicopter market, Airfield Development Advisory Fund goes live, 1/6 share of Piper Arrow 200R | £6,000 (£200/month + £90/hr wet), Vacancy: Air Traffic Services Unit Manager/AFISO, Herefordshire. Options – New Case , Battery ignition, Dual ignition, Bed, Radial or Mosler mounting, Starter, Alternator. For good reason, the development of diesel FIE (fuel injection equipment) has been the preserve of big industry, generally dealing in volume output well above the demands of GA. To ensure that the cylinder is emptied, the exhaust valve has to remain open after the piston has reached top dead centre at the end of the exhaust stroke, but to maximise the incoming charge, the inlet valve needs to be opening before the exhaust stroke is complete − so high-output car engines end up with big ports, multiple valves and plenty of ‘valve overlap’ (and traditionally run badly when they are ‘off the cam’). If you build it well your engine will weigh 85-90 lbs. The Hummel 2 Cylinder VW — Powering the Hummelbird, Ultra Cruiser and other Experimental Amateur Built and Ultralight aircraft, Morry Hummel's 1/2 VW engine conversion plans have become a trusted standard in the aviation community. There is also the issue of the engine going out of production. HAPI engines are Volkswagen auto engines converted to full or 1/2 VW aircraft engines by Homebuilt Aircraft Products, Inc. Here are few good reasons: Below is a list of the content provided in our plans: Here Jim Pfarr does an excellent job of showing how to do the static timing for the 1/2 VW engine.
Options – New Case , Battery ignition, Dual ignition, Bed, Radial or Mosler mounting, Starter, Alternator . TOOLS AND SERVICES NEEDED (OR HAVE ACCESS), STEP 5 – CUTTING AND ALTERING THE CYLINDER HEADS, STEP 6 – CUT AND ALTER THE ROCKER ARMS AND SHAFTS, STEP 14 – OIL PUMP AND OIL SCREEN INSTALLATION, STEP 17 – SET DECK HEIGHT FOR PROPER COMPRESSION. For the typical two-blade unit, this means a sensible maximum in the interest of propeller efficiency and noise of around 2,800 rpm.