DELTAHAWK Diesel Jet Aircraft Engine - ENGINE WEEK 2024

Real Talk during the 2024 Airventure Airshow in Oshkosh WI on the Deltahawk engine
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[@berniebrown9115]

Probably the future of aviation motors. I am a farmer that has been running diesel engines for 50 years. And have never had an engine overhaul in any of the many I have owned. They go forever, start on the first turn or two and as long as the fuel stays clean they will run forever

[@terry12327]

😊😊😊

[@jetski7611]

@@berniebrown9115 that is true. An engine is just like our bodies. If you don't take good care of it, you will eventually need major repairs. I have a 1997 Nissan Sentra, original engine with 863,453 miles. Plus I get 40 miles to the gallon.. I got this long life by using 5W-40W synthetic desiel engine oil. Note: Desiel engine oil is the same oil used in the 50s , 60s, and 70s. After 1980, came the synthetic version. There is a secrets ingredients in desiel oil which is not in gasoline engine oil. It is not that desiel engines are better than gasoline engine, it is in the oil we choose to use.

[@PistonAvatarGuy]

More weight, less power, no savings on fuel costs, lower TBO... not happening.

[@yolo_burrito]

You’re a farmer so definitely an expert in aviation😂.

[@thebarkingmouse]

​@@yolo_burritonever heard of crop dusting have you?

[@walterbrown8694]

If DeltaHawk ever gets these into production, I would like to see these in automobiles. I would love a pickup truck with one of these, no auto electronics except for the option to add a radio. No electric windows, no electric door locks. Just a simple pickup truck like what I used to have in the '50s.

[@jaybee3165]

oh that's already possible, just a 318ci perkins out of a MF tractor & drop in there. turbo & injection pump rework for highway use, & you'll get 350 foot pounds of torque at 200hp, 35mpg and 1 million miles before rebuild. cylinders are dry sleeved, press fit, so every part on that engine that wears can be replaced- last power unit you'll ever need. a really good machine shop can build your bell housing adapter, machine a clutch plate & do custom engine mounts to get it in the engine bay of your pickup. use an aftermarket hydraulic pump to run brakes & power steering (legacy auto's stuff is absolute shit). I had a machine shop in NC drop a 329 inline 6 john deere engine into my old F-250. cost about $5k plus parts, but that was a while ago. today? probably double that plus parts. you'll want to choose a diesel pickup that's 1997 or older to avoid getting a thumbs down on your vehicle inspection. legacy auto & the feed are DEEP in the sack together- they don't want you bypassing their 'planned obscolescence' program.

[@Triple_J.1]

12-valve Cummins 5.9 into a late 70s F350 and you have it made.

[@Bravo21]

Two stroke Diesels are a known technology and yes, they are very reliable. I have decades of experience running 4x71, 6x71 and 12x71 Detroi diesel engines in boats and they are as close to bomb proof as you can get for a marine engine. Dead reliable and even if you lose an injector or two they still make power and get you home... they just keep running. Glad to see these engines are finially making it to market_ a much better option imho.

[@martinandersson5278]

Two stroke diesels are poor on efficiency, high oil consumption and shit on emissions

[@Bravo21]

@martinandersson5278 Yes, they are less fuel effecient, true. But there is no denying their reliability or durability, they excell in both. Give them good clean fuel and oil and they just keep running.

[@brianb-p6586]

@@martinandersson5278 The largest diesel engines are also the most efficient... and they are two-strokes, in large ships. Unfortunately the Deltahawk is not a uniflow design like those most efficient engines.

[@brianb-p6586]

For anyone puzzled by the notation, those are actually 4-71, 6-71 or 6V71, and 12V71 Detroit Diesel engines; there's no "x" in a Series 71 engine name.

[@christalbert722]

@@martinandersson5278 Uhhh... no. If you're talking about a 50yr old Detroit Diesel, then yeah, crappy emissions. If you're talking about a modern engine, then.... did you even watch the video?

[@CanardBoulevard]

I was in Racine last year and got to tour the Deltahawk facility, when they were still doing the install on the Twin Velocity. I got a very in-depth tour of the engine from one of the A&P's working there, and came away so completely impressed by this engine, and the technology behind it. Fast forward a year, I flew back into Racine again, and heard what sounded like a piece of industrial diesel machinery running at a crazy high RPM (for a diesel). It was in fact the Deltahawk SR-20, leaving to do a flight test. I'm eager to see Deltahawk succeed, just because I think this technology needs to become more standardized in aviation.

[@FlyingNDriving]

That the one that crashed?

[@irminkerck6124]

@@FlyingNDriving really😮??

[@FlyingNDriving]

@@irminkerck6124 idk I remember 3 or 4 of the v twins crashing, one like on the way home from Oshkosh or Sun n fun that never really got talked about

[@imkindofabigdeal4308]

@@FlyingNDriving No

[@DblIre]

​​@@FlyingNDrivingThe one that crashed south of OSH was a gas engined one. It occurred in February 2021 near JVL on a flight from ATW to Florida. It wasn't leaving Airventure.

[@budyeddi5814]

Glad to see updates on this powerplant

[@adamr9215]

I’ve been waiting for one of these for my Stinson 108 for almost 20 years. Nice to see them finally starting to produce and sell stuff.

[@jeffro369]

Cost twice as much as my plane did.... Love to have one but its just too much.

[@adamr9215]

@ Last time I checked, they still cost less than a Continental or a Lycomming.

[@jeffro369]

@@adamr9215 110K?

[@PDZ1122]

Certified after more than 2 decades! Yay! Maybe in another two decades it will reach the production stage. Yay! At which time it will cost ten times what your Stinson is worth... This is an ok engine, I like the concept very much but this a typical investment scam business. How do you suppose the people "working" on this for 20 enjoyed their lifestyle? By finding gullible investors into giving them, money and only ever producing enough progress to keep on duping them. Hey, if investors are that stupid, that's their problem, but I don't think it's very ethical. It does not take this long to produce a simple piston ported 2 stroke Diesel engine.

[@adamr9215]

@ Lmao, it’s funny when people speak about something that they don’t understand at all. I’m a machinist and machine shop owner who has dealt with aviation contracts numerous times over the years. Do you know how much destructive testing is required to get a certification done? They literally built hundreds of engines that were tested to failure. Any time a change was made, all the previous testing is gone and they start over with the new variation. You have to have 10’s of thousands of hours of testing before the FAA will even look at starting certification trials. You do know that pretty much every aircraft engine manufacturer offers the exact same engines in both certified and uncertified, right? And even though they are the same and came off the same assembly lines and from the same parts, just the certification paperwork alone doubles the price. Literally, a Lycomming IO-360 certified is double the price of the uncertified version. The only difference is the paperwork you get when you buy it. $50k for a piece of paper. And guess what, it’s the same for DeltaHawk. They are posting certified prices, but their uncertified are far cheaper. This is industry standard because of the blue influence in our government.

[@br4nd0nh347]

I hope everything he has said it true, I also hope maintenance costs are low as well as well as engine overhauls. If those are low, this will do well and the $110k price would be worth it. Some people may never need an engine overhaul.

[@Rob-md5wh]

I'll bet you that if anyone ends up actually buying this engine, they'll have turbo failures, oil cooling issues, and generator failures. It'll have a heavy block and excess weight with water cooling. Also, good luck with your cold stat and air starts.

[@Triple_J.1]

@@Rob-md5wh many problems can be overcome with modern designs. But its all hype until its not.

[@AquaMarine1000]

This is a redesigned concept of the Detroil two-stroke diesel for aviation, minus the exhaust valves. A marine version would also be great.

[@charlesbranch4120]

I learned from bulk fuel distributors in coastal Alaska that Jet-A is equivalent to #1 Stove oil or #1 diesel.

[@glenndennis6801]

Not quite the same, but they are similar and most older engines can run on either. Lubrication is an issue with some injector pumps.

[@garyplewa9277]

I've been watching and waiting for this engine for decades and feared that the cost and red tape of FAA certification would kill it. I'm glad they've persisted. Unfortunately I'm now of the age where I probably won't be able to own/fly a plane with one of these engines (or keep flying, for that matter). Really great design IMHO, especially with regards to cabin heat. No more worry about leaking exhaust heat exchangers. Just put a hot water heater core in the cabin. On a twin this would eliminate the troublesome gas fired heaters. If I was only 30 years younger... sigh

[@Xanthrochroid]

Perhaps stretching it a bit, but you might be able plumb a FIKI system as well.

[@Triple_J.1]

Rotax 912iS is $25k and offers liquid cooled heads, and radiator/heat exchanger. Exhaust heat muffs are dangerous. Even new, they can crack and leak a lot of CO directly into your lungs. Oh, the 912iS and iS Sport produce 99hp and obtain something like 0.38 lb/hp/hr BSFC which is 5%~32% better than the best/average injected or carbureted TCM/Lyco.

[@chrislovett6120]

If I was building a kit plane this engine would be at the top of my list. Huge fan of

[@TFlight77]

Great engine concept. The price seemed much more reasonable when they were estimating it 20 years ago sadly I think this may be ok for the certified market but priced well above serious consideration for the EAB market.

[@irminkerck6124]

If you are a military drone manufacturer, the price is not the main concern.

[@jonathancallender8185]

My thoughts as well

[@Austinmediainc]

How much do you think the Rotax 916 or lycoming 360 is with firewall forward? 80k? So another 30k and you get an engine with much better technology, fuel efficiency, and may never need an overhaul. I get it, all engines are disgustingly priced now, but so are kits and everything else with aviation.....so compared it's not that bad IMO

[@TFlight77]

@@Austinmediainc I get what you are saying and yes you are correct after fwf and everything else there would be about $35K difference. Assuming the deltahawk actually comes with everything needed. That's not a drop in the bucket though. That ends up being about 6000 gallons of fuel or an avionics suite or most of an entire airframe.

[@Triple_J.1]

You can buy two 912iS firewall forward for the price of one 916iS. Combined will have lower fuel consumption at equivalent combined power settings. Loses at high altitude above 12kmsl, but not many people spend time in the teens.

[@gtm624]

2 stroke diesel is brilliant! I was disappointed that you had to cut the price talk if I were to de certify my 175 and get rid of the go300 I may contact this company. Looks great!

[@mattwoody1089]

A smart knowledgeable guy talking about and explaining the delta hawk motor very well good job

[@kr6dr]

9:14 Not all diesel engines are direct injected. Some have precombustion chambers.

[@clarkstonguy1065]

But dang few of those built in this century, they were a band-aid to compensate for fuel injection systems without high pressure capability. They can't deliver the same efficiency and emissions capability as a modern direct injection diesel.

[@brianb-p6586]

While that's called "indirect injection" in the diesel world, it is still "directly" into the engine at a precise time (in terms of piston position), unlike port or throttle body injection as traditionally used with spark-ignition (gasoline) engines. So yes, all diesels inject fuel at high pressure at precise timing into the engine.

[@yolo_burrito]

@@clarkstonguy1065they were not a bandaid. At large enough cylinder displacement you need IDI. They were often more efficient and have better fuel consumption at the expense of power.

[@clarkstonguy1065]

@@yolo_burrito I am only well versed from automotive to locomotive sized diesels. We have 2200 bar (32,000 psi) fuel injection systems to get the energy and mixing needed, along with multiple injection capability for noise and emissions reasons. If we could fall back to the emissions standards that were in place when IDI was common in automotive we could probably deliver 15% or 20% better fuel economy than we have now.

[@synthWizkid]

Amazing😮

[@StephenBusch-t1n]

So lucky to be alive and see this change two two two stroked

[@Ian-bq7gp]

I love the world of experimental aircraft and I'm into motorbikes, motors but this is at another level and price. The channel of Jimmy, the whacky hilarious eccentric is great but also seeing cheaper engine options, especially by Suzuki

[@Triple_J.1]

Lycoming IO-580 is well north of $100,000. At altitude the two power graphs cross. And the diesel has far, far lower BSFC.

[@TRabbit1970]

Extremely enthusiastic about this one. Especially with their weight reduction exercise.

[@bengtthulin6026]

This is a very impressive engine. ♥️👍👍🤠

[@ThisPartIsAndrew]

By 1943, more than 100,000 GE turbosuperchargers powered U.S. and Allied aircraft. My Grandpa flew on a B-17 powered by 4 of them. It was the only way to FL250.

[@BigKandRtv]

Love the design. I look forward to hearing one on-song in person.

[@sirnewton6874]

I enjoy your channel. Been following this engine for years,

[@brianb-p6586]

The moving cutaway display is great. Of course they've had lots of time to get around to doing that...

[@JessGameCube924]

Perfect timing!!

[@Lazarov_Tweevles]

This manufacturer has developed a very streamlined answer to the question of price..... a high bypass response!

[@roughneckmp]

Okay,…. I’m coming at things from the old 2 stroke Detroit Diesel point of view because that’s what I know. The salesman said no valves or camshaft,… so the cuts in the sleeve that allows the intake charge to be introduced is also the route the exhaust takes, yes? Secondly,…. I’ll need to look at their channel/site about fuel delivery, how high can the individual pumps charge the fuel PSI before going to the dedicated injector & what’s the PSI sprayed into the chamber. Also how timing is controlled with this engine. Finally, and this is the major one. I know that 2 stroke diesels need a Roots type blower just to get started. With the addition of a turbocharger the airspeed from a “power-snail” can easily overwhelm a roots type blower. So I’m curious if there’s a bypass system where turbocharged air can get around/under the Roots style blower. I’ve seen it done on racing 2 stroke Detroit engines so I’m wondering if this engine has something similar. All and all a very impressive engine for smaller airplanes.

[@curbowman]

I saw a video elsewhere and they said the turbo is added to keep a consistent performance at high altitude, so at low revs and on the ground only the supercharger is working.

[@Triple_J.1]

Turbos are very easy to control by wastegate, bypass, and blow-off.

[@roughneckmp]

The roots blower is a necessity to get a two-stroke diesel engine to light off,… I’m certain it’s also a necessity for this engine to kick over as well. Forced induction has a long history with internal combustion aircraft engines. I just think the entire process with this engine is fascinating.

[@danbenson7587]

Diesels have been in aviation for years…... Packard, Guiberson, JUMO. Two stoke Schnuerle ported truck diesels had some interest in the late 50s in Europe. White Motor Company here in the states built Schnuerle 2stroke V4 truck engine. The 2 stroke isn’t as efficient as a 4 stroke nor, as Detroit Diesel found, cheaper to build. But they are smaller and lighter. One tough 2 stroke problem is lubricating the piston pin which is continuously loaded. Gasoline 2 strokes use needle bearings, but these are inadequate for diesel. Deltahawk has this under control. In this size engine, Diesel efficiency does not necessarily exceed a direct injected gas engine, but you won’t see DI on a plane engine because of FAA rules. I wish Deltahawk the best and appreciate their perseverance, On thing they might do is offer radiators and cooling system design software/service. Cheers

[@MARTSMIT-hb5yr]

They fo design the radistors and the cooling ducts as mfntioned in the presentation.

[@oltimer5544]

Love this motor. Jet A, reliable, compact, good torque, low maintenance. The future for general aviation powerplants.

[@rv6ejguy]

You won't know how reliable or durable it is until a bunch have flown for many thousands of hours.

[@oltimer5544]

@@rv6ejguy Very true. But the current state of Lycs and Conti's doesn't instill a great deal of confidence. Seems there's always issues with cylinders and/or cranks. What I like about the diesels is the torque, which is what you need at the propeller. The conventional aircraft engines develop their torque and horsepower at higher rpm, where the propeller becomes less efficient.

[@kfstreich4787]

Haven't they been talking about this for 20 years?

[@JamesBond-xq3tw]

Simple ,well done

[@imwalking1690]

He avoided the “how much does it cost” question pretty quickly 😂 I’m not sure the RV community will be lining up for an engine twice the price of a Lycoming.

[@brianschumaker5912]

I see this as a very niche engine.... especially when you consider the initial cost. If they want an engine designed for jet A, why not come up with a low cost turbo prop engine specifically for kit or experimental aircraft? Also, he estimated the tbo to be over 3000 hrs. At the asking price, I would expect double or triple the tbo of a continental or Lycoming.

[@38whitcomb]

As a retired airline pilot and A&P I appreciate the concept a modern Detroit type diesel. Your presenter dodged a few impotent questions one being the initial TBO and the actual certification standing. I also see several potential problems. The supercharger is belt driven what happens if it fails as the supercharger is critical to the 2 stroke diesel

[@ellomirza]

That belt ain’t never gonna fail. Top fuel drag cars use belts to run 10,000hp supercharged engines. Both ford and Chevy use belts soaking in oil to run their oil pumps. I’m sure if you never replace it in 34 years it might crack a bit.

[@allisshop8092]

The engine can run without the supercharger or without the turbo. There is a reduction in power. The supercharger is essential for starting. After that it will run on either one.

[@andrewboyling2628]

I remember seeing radial 4 2stroke diesel of similar design about 40 years ago in magazines, Popular science or mechanics.

[@rogergrossenbacher6705]

Impressive information, really sounds promising.

[@skyhop]

I would LOVE to have this in a small truck.

[@chippyjohn1]

Camshafts and valvetrain in older engines actually wear due to high load and low speed.

[@Crazy88boss1]

That’s amazing I have a pa28180 if they need another test aircraft for the certified marked ❤

[@MrTravis789]

Looks to me your supercharger on your working model is turning the wrong way

[@kellssheehan8578]

Sounds like it would be an excellent automotive/small truck engine.👍

[@conantdog]

Excellent design 👍

[@derrelcarter9401]

When the six cylinde actually drops I will be interested

[@PistonAvatarGuy]

There's a Velocity being built at the factory that has an Adept Airmotive V6, you should see if you can provide any updates on their progress.

[@justinparker7795]

Dude , love your videos! But its hard to watch when all u can hear is props!

[@ExperimentalAircraftChannel]

Agreed. Don't really like doing interviews at Airshows. Prefer a more personal interview. NEXT TIME... would like to visit their facility.

[@justinparker7795]

@@ExperimentalAircraftChannel Don't think your no appreciated! keep it up!

[@DanFrederiksen]

@@ExperimentalAircraftChannel there might be some AI tools now that can separate the audio tracks, although some just make it worse so has to be a good one

[@brianb-p6586]

The solution would be mics on the people instead of using the one on the camera (phone... whatever).

[@DanFrederiksen]

@@brianb-p6586 they are using lapel mics already

[@phatboizbackyardkustomz9006]

Basically a old Detroit Diesel, You need to also do some stuff on the small turbine engines. I know they are expensive and consume some fuel, but the cool factor is all there.

[@drhungerford]

I wish he had asked: " why is it so doggone expensive?" there are so many fewer parts it should be cheaper than a Lycoming, not double

[@allisshop8092]

Check the current price and lead time on a Lycoming turbo.

[@Nathan0A]

I have a few questions! Why are the dry-sump scavenging stages on top of the engine, above the crankcase? What is the oil consumption like? I would imagine that the oil control ring at the bottom of the skirt prevents some oil loss through the peripheral exchange ports but not all. The crankshaft design is intriguing, is there a specific advantage to the counter-weights being a different material that needs to be attached to the parent crankshaft forging? Is the intercooler an air/air type or using a separate glycol loop in air/water configuration? How is the compression ring life being that the rings are swept across the gas exchange ports? How do you keep the ring gaps from migrating to an overhang position where they might catch on the port openings and wear excessively?

[@brianb-p6586]

Lubrication scavenging pumps move oil mist, not accumulated liquid.

[@puttputt73]

There are plenty of bridges across the ports to keep the rings in the lands, my old Kawi had exhaust ports wider than anything I see here.

[@richardbieber9323]

Hope they got the metallurgical tasks right. Would be ideal to STC it for my C180!

[@ginginthing]

I've always liked this engine and a few times considered buying one. It's a great concept with the fewer parts and the diesel is obviously a safer fuel for aircraft. Things I don't like is the weight, and the second thing which is fixable is the rear mounted turbo. Having this much weight up near the firewall is not the best idea. Obviously it looks great with the simplistic tubing run, which is also ideal for exhaust flow, but for cowl heat, it might be better to get the turbo away from the firewall. Maybe two smaller turbos, one on each side. This is something that can easily be redesigned. Taking significant weight out is not easy.

[@rogerfroud300]

A few sloppy comments there during the explanation. He said compressing the mixture after saying it was just air, and also said that a 4 stroke fires every revolution.

[@cliffh8486]

imagine if they could just build something and sell it. what a world that would be.

[@REDMAN298]

Kinda hard to get buyers interested with no TBO`s posted and what is % of efficency compared to a gasser.

[@MARTSMIT-hb5yr]

Its all on their website with a .pdf download wit all the soecs.

[@rv6ejguy]

BSFC about .357. Conti 550 LOP around .38, Lycoming .4. They have no idea of TBO until many examples run in real world conditions flying in aircraft. I'd watch for piston and ring problems on these as other 2 stroke aero diesels have had.

[@leifhall2289]

It seams to be a brilliant engine but an issue that wasn't brought up is the maintenance for the supercharger. You are sending an enormous amount of horsepowers through that belt that also drives the water pump!

[@916medic]

Will this work on a kitfox. Or be too heavy.

[@654321yhtaeD]

have we head it run yet?

[@donaldjiruska1808]

Impressive, but heavy at 335# sans coolant and radiator. To the reply below, a 165 Franklin in a 108-3 weighs about 250#. This engine seems best at higher outputs.

[@jetski7611]

Hello. I have a question ⁉️ On the Jet-A / Diesel engine, will this engine accommodate a constant speed propeller??? If so, what type and how it works. Or Is it only use a fix pitch propeller.??

[@MARTSMIT-hb5yr]

It shows vsrable pitch props on the Velocity that would work the normal way.

[@allisshop8092]

The Velocity and the SR20 have variable pitch props.

[@brotherofiam]

So what is the ballpark pricing for the installation package? Did not answer the question on price.

[@leoa4c]

Oh... he feel for "the P-51 made thrust from cooling". No, it didn't. It reduced the drag significantly, but there was no net thrust. The temperatures in a radiator or intercooler would have to be a lot higher for enough energy to be transferred to the flow. There are P-51's still flying today. It should not be too difficult to measure the velocity delta.

[@oliverheaviside2539]

For $110,000 it had better be good!

[@wayneyd2]

That's more than twice the competition.

[@iceman45ification1]

Interesting design, but why not use the 2-stroke design of the Jumo and Napier engines from years back? The opposed piston engine makes more work from combustion since it doesn't have a cylinder head.

[@cyvanover1114]

This is a really nice engine. But at $110,000, I guess I'll never own one.

[@wayneyd2]

I don't see a $110K advantage from this. If they talking about fuel saving when it will break even? 50yrs? 100yrs?

[@CanardBoulevard]

@@wayneyd2 If they can get a 3000 hour TBO like he mentioned, that's a significant savings, particularly for places like flight schools that are putting tons of hours on their airplanes.

[@gregjennings9442]

$110,000? Nope.

[@ankitraj-mp5mn]

hope the future lineup of this engine get fairly priced, maybe this one is more for non exp planes and flight school

[@thomasmartell1629]

That's not the price of the engine, that's the price of the engine mount, cowling, all ancillary and accessories. It's expensive but so are the fully installed prices for any re-engine. Upgrading a Cessna 175 to a Lycoming IO360 is about 100k (you can look up the STC for yourself).

[@kr6dr]

10:53 the injection pumps are driven by a camshaft, clearly visible in the 3D image at 8:55.

[@vmpgsc]

Those look like cam lobes on the crankshaft.

[@chrislovett6120]

True, a mechanical fuel pump on a diesel has a camshaft. But this engine does not have an internal camshaft. The fuel pump is externally mounted. A mechanical fuel pump on something like a 5.9 Cummins lasts for a very long time

[@brianb-p6586]

A two-stroke diesel with exhaust valves in the head and therefore uniflow scavenging ( like the old Detroit Diesel 53, 71, and 92 Series) is more efficient and effective; however, it would be more complex.

[@matthewperlman3356]

At first, I was thinking this would be like a Detroit engine, but apparently not, as he said there are no valves in it at all. From his description, I'm assuming that the blower feeds to a port which gets uncovered by the piston for the intake but does not run through the crankcase, as he has oil lubrication in the crankcase, like a Detroit does. Edit to my post, Just remembering, it's actually the exhaust on the Detroit that is valved, not the intake, so It's really not much difference at all. It's just a ported exhaust instead of valves.

[@unlikelyimager547]

Jump cut at 25:30 just before he was going to get around the saying the price... huh?

[@ExperimentalAircraftChannel]

$110K sorry about that. We had people walking in front of the camera SEVERAL times. Will invest in "DO NOT CROSS tape" for future Airshows! Haha! Seriously. People walking around blind. 🙂

[@gsxr600rafii]

That's absolutely absurd! There's no more than $10,000 in materials. Probably half that. If it was sold at reasonable prices, they would make a killing.

[@tomcoryell]

@@ExperimentalAircraftChannel I had someone walk into my tripod, knock it over, and just walk away with no apology or attempt to set it back up.

[@Watson1]

@@gsxr600rafiithink about it, all the R and D that goes into it. All those years wages and other expenses. Sounds like you are out of touch with manufacturing costs.

[@clarkstonguy1065]

@@gsxr600rafii Custom fuel system, custom supercharger, turbocharger potentially custom, dry scavenge oil system. All certified to aviation standards - that is already $10K without even touching the base engine...

[@dennisford2000]

Would make an excellent hotrod mill . 235 hp with the torque, maybe a bit more porting and revs for the street, as you generally don’t crash if the engine stops in a rod . But 235 hp at 2600 is stout trout

[@brettmoore3194]

60k is ridiculous unless it has a 1million hour warranty

[@Triple_J.1]

Literally the same price as an IO-390, cheaper than an IO-540. Half the price of an -580. And its two-stage supercharged and turbocharged. This is not even in the same ballpark as the others.

[@clarkstonguy1065]

Liquid cooled engines CAN BE very low drag to cool, but good luck with that putting it in an existing airframe without something like a well designed belly mounted radiator...

[@tedsmith6137]

It cannot be a diesel piston engine and a Jet, aka gas turbine, at the same time, so your title is wrong. I gather it is an inverted V4, turbocharged, piston ported, 2 stroke diesel which runs on aviation grade Jet A1 kerosene.

[@88njtrigg88]

Exactly, also super changed.

[@AndyRRR0791]

The demonstration eggs have been sucked smooth after twenty odd years.

[@chippyjohn1]

Why dont they show a video of it running?

[@elliottdiedrich3068]

It was running slowly the whole time!

[@willjohnson3907]

Exited for the higher horse models. I wonder if they could gear box it and get more power

[@tkfounder]

Wait - you edited out the price for the install package

[@PistonAvatarGuy]

Still no set TBO, still wont let third parties test the engine and verify its efficiency. Fishy.

[@gregsutton2400]

kind of surprised they did not go to a high pressure water radiator, smaller, lighter, less drag, more efficient.

[@stephen5147]

If the engine is so 'simple' why is it so expensive?

[@Cavalier-lp8tr]

@@stephen5147 certification

[@imkindofabigdeal4308]

Because someone actually had to engineer a clean sheet design unlike the auto conversions. Without knowing the future sales volume - a company needs to do a lot of estimating on ROI given the quite lengthy development process and needing to allocate those costs to future sales.

[@stephen5147]

@@imkindofabigdeal4308 How long will it be before a purchaser is paying for just the engine & not all the R&D costs?

[@imkindofabigdeal4308]

@@stephen5147 Let's assume $110k (in today's dollars) is competitive with a Lycoming IO360 STC more or less and the financials make sense. Probably never - they have a business to run and ongoing cost for support, etc. Maybe it is just my background in corporate accounting, but your question kind of hurts my head a little. Let me explain it this way. A lot of the cost of a product is the working capital in machinery, human capital, and supply chain needed to actually make and support the product. You might as well assess the cost of metal and ask when the price goes down to that level. Obviously it won't.

[@GripItNRipIt82]

$110k for 180hp? lol You can buy a 200hp turbo shaft for half that!

[@brianb-p6586]

It's amusing to hear a mechanical high-pressure precision-timed fuel injection pump described as "simple" or "reliable".

[@malcolmwhite6588]

No one’s commented on the title it’s not a jet engine it’s a two-stroke diesel😂

[@alexflorian1105]

Never mentioned the price of the thing..

[@flexairz]

$$$$$$

[@FlyingNDriving]

It's only sort of vaporware now

[@michaelmartinez1345]

A very interesting design...These will probably become lighter and even more efficient in the future... My guess is this is something that will become popular in the high-end single engine high performance oriented SLA markets...I have ALWAYS admired simplicity in things, This is a design that will definitely fit that goal, Especially as it needs no PSRU... Ample Torque at low crankshaft RPMs of 2,300-2,600 to directly drive a prop...Maximum efficiency... Liquid cooling assures no inherent problems of Quenching (Shocking) The cylinders & heads with extremely quick temp changes which is easily controlled with the Thermostat in the cooling System.. I have mixed Feelings about unit injectors for direct injectionn fuel systems As they have the ability to bring the plane home to a suitable landing strip With an inoperative fuel injector... But then , there are more individual fuel pumps to increase the liklihood of that happening... I did not hear what kinds of environmental controls that this machine would require, such ad EGR or DPF , SCR's ,etc...Hopefully None of those things... Today is : 01/15/25

[@albertyowell5455]

At Sun & Fun 2022 there was a display that featured a “Hawk V-4” . A Steven Higgs design. What happened to this program?

[@brianb-p6586]

Do a web search for "Higgs Diesel". It appears to be an unrelated engine, but also a V4 two-stroke diesel.

[@dennisford2000]

One attached to a ten speed automatic, and it would make mean power and make high mileage.

[@markworden9169]

It's the same principle of operation as a Detroit diesel like a 6-71, but exhaust is ported, not a valve.

[@patrickskelly7520]

I was waiting to see the Jet Engines. Not one shown. Hmmmmmm.

[@cliffh8486]

basically, a EMD locomotive engine

[@Arturo4586]

cant hear over the acro airpllane noise just overhead!

[@Agwings1960]

If they're going for certification they need to next build a V6 with over 300 hp

[@MaxPower-jc9os]

Why haven't we been using diesel engines in small aircraft for the last 70 years?

[@jeremyensley3693]

Weight. Diesel engines are usually very heavy compared to their gasoline counterpart.

[@pilotblue6535]

Diesel gels at low temp. Needs to be pre-heated. No access in remote locations. Not so anymore

[@PistonAvatarGuy]

Because they perform poorly in aircraft.

[@ue4770]

Because the Germans lost WW2 :) There were some working Jumo Diesels for larger airplanes at longer range, where the higher installation weight was compensated by the lower fuel burn. After WW2, gas turbines came into use for both Turboprops and Jets, which were much more powerful and reliable. For smaller airplanes, not much development happened, with O-320 style technology dominating much of the market. Only in the early 2000s, Frank Thielert was brave enough to convert a state of the art automobile engine into an aircraft engine. Diamond‘s Austro Engine followed, but GA market shrunk to a fraction of it’s original volume in the 2000s and never recovered. It takes a lot of optimism to invest that much money in something that’s gonna be produced in such small numbers!

[@PistonAvatarGuy]

@@ue4770 Ackshually, it was advancements in gasoline engine technology that made diesels irrelevant. The difference in fuel burn by weight for diesels vs post-war gasoline engines just isn't significant enough to justify all of the drawbacks that come with diesel engines. In fact, if you compare the DA50 to the Beech Bonanza, the Bonanza burns less fuel by weight than the DA50 during cruise.

[@ryaninman6307]

If cost is 110,000 I will never see one used in my plane.

[@markworden9169]

You can't change a cylinder, but it looks like you CAN change the cylinder liners.

[@brettmoore3194]

Why not ground applications like transportation ,energy generation or irrigation 🎉🎉🎉

[@wayneyd2]

No money in it. Too many competitors.

[@chrisridgeway9790]

Bet it sounds like a Detroit 4-53 T.

[@guloguloguy]

IMHO: THIS KIND OF COMMON SENSE THINKING SHOULD APPLY TO ALL ALL MODERN ENGINES!!! I HOPE THEY DEVISE A THREE CYLINDER, 6-OPPOSED PISTON, 2 CYCLE, DIESEL ENGINE, NEXT!!!!!!! I ALSO HOPE YOU WILL DEVELOP, AND PRODUCE A "VERY SMALL" ENGINE, FOR "ULTRALITES", AND, A "SMALL" ENGINE FOR LIGHT, 1 PLACE, HOMEBUILT AIRCRAFT, ETC. DON'T LEAVE OUT THE "HOMEBUILDERS"... THEY, EACH, ARE "MAKING AMERICA GREAT AGAIN"!!!!! ( ~30 HP, ~60 HP, ~ 120 HP)....

[@Akoni-f7h]

It could have bern better if your questions were answered directly. Like cost. Maybe the marketer is avoiding because it is significantly expensive compared to competitors.

[@cageordie]

This gets rid of three things I despise. Carburetors, magnetos, and leaded gas. No more weak spark. No more mixture control.

[@straightchad8059]

The torque 'pull ' must be strong on this engine , look at the flywheel size

[@kr6dr]

It has a high compression ratio, requiring more torque to turn it over. The larger diameter flywheel allows a lower powered starter to turn it.

[@PistonAvatarGuy]

Torque is irrelevant when it comes to aircraft engines.

[@WalterThompson-h1s]

Can’t wait till the 300hp+ version is released then it will turn my Commander into an exciting flying machine.. replacing the IO 540 I’ve been waiting for 15 years my engine is now 400 hours past TBO.. I hope they speed the release date for the 6 cylinder engines. I saw it at OSKOSH 2009 it has changed so much since then… I wonder if they will become listed for public investors? I love the idea of more range less fuel, cheaper fuel and a longer TBO.. This seems to me a no Brainer.. I wont one 😊

[@lesb3481]

Deltahawk builds an incredible engine, but the price of it makes a Rotax look like a bargain. I hope they continue to up the horsepower of their engines and lower the price as production numbers ramp up, because I one day want a Deltahawk in my 35 Bonanza.