Freemasm
Well Known Member
No reason to reply and tell me all of the things not considered here. I'm aware. However, if I were to fantasize about myself adapting an auto engine to an aircraft I probably start here (thanks to Shadrach of MS for the numbers):
BMW N57 TDI
Aluminum block 365lb dry weight
Turbo 3L in-line 6 cylinder
compression ratio 16.5:1
BSFC 36
Power in road going configuration (max torque is a flat 413lbft between 1500-3000rpm) so no reduction gear needed.
196hp @ 2500rpm burning 8.4 gph using a BSFC of .368
212hp @ 2700rpm burning 9.4 gph using a BSFC of .368
These would be great numbers to fly behind and be Avgas independent. Shoot holes in this if you wish but there's no need. I'm sure there's other candidates others would prefer. I stated it's my fantasy basis. Man I'd love a flat torque curve over 400 lbft with low engine rpm and no PRSU, ignition system, etc. If I can make it to retirement, this would be awfully fun to play with, frustrate myself with, and prove to myself just how hard such an adaptation would be; thrust load being the first expected big obstacle.
Maybe we'll have other viable options by then.
BMW N57 TDI
Aluminum block 365lb dry weight
Turbo 3L in-line 6 cylinder
compression ratio 16.5:1
BSFC 36
Power in road going configuration (max torque is a flat 413lbft between 1500-3000rpm) so no reduction gear needed.
196hp @ 2500rpm burning 8.4 gph using a BSFC of .368
212hp @ 2700rpm burning 9.4 gph using a BSFC of .368
These would be great numbers to fly behind and be Avgas independent. Shoot holes in this if you wish but there's no need. I'm sure there's other candidates others would prefer. I stated it's my fantasy basis. Man I'd love a flat torque curve over 400 lbft with low engine rpm and no PRSU, ignition system, etc. If I can make it to retirement, this would be awfully fun to play with, frustrate myself with, and prove to myself just how hard such an adaptation would be; thrust load being the first expected big obstacle.
Maybe we'll have other viable options by then.