REFLECTOR: Deltahawk engine

[Grigore Rosu]

Hello,

I have just received my kit (SEFG) from Velocity a couple of days ago, now 
going over the inventory and garage space ... very exciting.  Unbelievable 
how many airplane-unrelated things one can keep in a garage.  The car 
seems to take a lot of precious space; out with it!

I am still seriously thinking of putting a diesel Deltahawk engine on my 
airplane.  It may be a bit too early for me to worry about the engine now, 
but I was wondering whether there were any new developments regarding the 
DH engines, or whether any of you has already installed and flight-test 
one.   When I was at Velocity during the head-start program (mid-August), 
they had one DH engine there.  Therefore, I'm assuming that perhaps others 
may have also received their engine, maybe even tested them.

BTW, Europe's SMA revived and they are slowly entering the US market with 
their engines.  Unfortunately, their 230HP does not seem to fit well our 
Velocities (too heavy for Standard, too little power for XL).  Besides 
that, it seems to be very expensive (>$70k with prop) ...

Grigore


On Thu, 5 May 2005, Douglas Holub wrote:

> Welcome Grigore!
>
> I think that you will find that many on this list are skeptical about the
> advantages of the DeltaHawk diesel, but I am not one of them. It is 35% more
> fuel efficient than the IO-360, plus smoother, quieter, and simpler. The
> "A4" versions allow a much more steamlined cowl than the IO-360. It has
> single lever power control with no mixture or carb heat and no complicated
> FADEC. It represents the most significant advancement in general aviation
> power plants in 70 years.
>
> I am a little undecided about which model to use in my top-door, FG
> Velocity. The Velocity was originally designed for a 160 hp engine, and it
> looks like the DH160V4 will push the airplane faster than an IO-360 does, so
> it is definitely an option.  But for just a little more money and no
> additional weight, the DH180V4 would give you a higher cruise speed or a
> shorter take off roll with a fixed pitch prop.  I'm probably going to buy
> the DH180A4.  For only an additional 15 pounds of weight and some more money
> you can get the DH200A4. The extra weight comes from the intercooler.  I
> think it is probably overkill, and I like to keep things lighter and
> simpler. But an extra 20 hp for only 15 lbs is a pretty good deal.
>
> Doug Holub
> top door, FG, 70% done, I'm going to complete the airframe in 2006 or die
> trying
> ----- Original Message -----
> From: "Grigore Rosu" <grosu at cs.uiuc.edu>
> To: <reflector at tvbf.org>
> Sent: Thursday, May 05, 2005 10:01 AM
> Subject: REFLECTOR: Deltahawk engine
>
>
>> I am perhaps the latest member of the list (just received the
>> confirmation of my order for a Velocity SE/FG a few days ago), so please
>> let me start with a warm hello to all the enthusiastic Velocity Builders!
>>
>> I am living and flying in Illinois (Champaign-Urbana area), but I am
>> originally from Romania.  I intend to move back to Europe in a few years,
>> so I am 99% decided to go for a Deltahawk engine (as you may all know, in
>> Europe the price of AVGAS is prohibitive).  I am also very impressed with
>> the latest comparison data between the DH160V4 engine and the Lycoming
>> IO-360, so it looks like a DH engine may be a very good choice even for
>> one flying one's Velocity all the time in the USA ... (see
>> http://www.deltahawkengines.com/perfor00.shtml).
>>
>> Are there builders on this list who are seriously considering a DH engine?
>>
>> Can anybody comment a bit on the three possibile DH engines, namely the
>> DH160V4, DH180V4, and DH200V4?  According to Deltahawk's data, a DH160V4
>> sounds like just good enough for a Velocity SE/FG.  However, a DH180V4
>> also seems very attractive.  Also, what would the REAL difference between
>> the three engines be in the case of a Velocity SE/FG (ignoring the price)?
>>
>> Thank you,
>> Grigore
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