RV-10 with Continental CD-230 Diesel - Page 3

Auburntsts · #21 08-02-2016, 10:08 AM

Quote:

Originally Posted by 1001001

At what altitude does a normally aspirated IO-540 rated at 260 at sea level begin to make only 230 hp?

Is the diesel turbocharged or normally aspirated--maybe a stupid question but I'm ignorant on diesels? I'm assuming turbo'd which is where it's easy to see, now that you've brought it to my attention, they'd get the performance at altitude to offset the HP reduction. That would be appealing if the cost is not significantly higher than an IO-540. Again I'll reserve judgment until performance figures, reliability figures, installation details, and cost are published.

Of course I'm more concerned about getting off the ground with a fully loaded plane on a hot day than cruise performance at 10K.

Mike S · #22 08-02-2016, 10:12 AM

Quote:

Originally Posted by Auburntsts

Is the diesel turbocharged ?--

Yep, the thing hanging below the engine.

rv6ejguy · #23 08-02-2016, 10:12 AM

Quote:

Originally Posted by 1001001

At what altitude does a normally aspirated IO-540 rated at 260 at sea level begin to make only 230 hp?

About 4000 feet. I'd also be surprised if you can buy this engine for less than $65K.

Auburntsts · #24 08-02-2016, 10:14 AM

Quote:

Originally Posted by Mike S

Yep, the thing hanging below the engine.

Thanks - I'm at work and the pics are blocked.

kamikaze · #25 08-02-2016, 10:53 AM

Here's a link with some details ...

http://www.continentalmotors.aero/up...cSheet-WEB.pdf

Lionclaw · #26 08-02-2016, 11:02 AM

Quote:

Originally Posted by Auburntsts

Of course I'm more concerned about getting off the ground with a fully loaded plane on a hot day than cruise performance at 10K.

Maybe you'd get both with the diesel? Density altitude might put the diesel close to or above the hp of the 540 on the ground. One of my local airports (KMGY, elev 952') is showing a DA of 2905' today, and it's not even really hot yet.

kamikaze · #27 08-02-2016, 11:02 AM

Quote:

Originally Posted by rv6ejguy

About 4000 feet. I'd also be surprised if you can buy this engine for less than $65K.

20K more than a Van'S IO-540 new price.

Looking at 100LL.com, there's on average let's say a 80 cents difference in favour of jet-A, per gallon.

Continental claims 10.94 G/Hr on the CD-230, let's use 11.

For an IO-540, let's say 16.

5 * 80 cents = 4$/Hr difference on fuel costs.

5000 hours to break even, based on these very simple calculations ...

So yeah, only truly useful to those without a good 100LL source.

And if someone ends up producing a viable drop in replacement to 100LL, who knows, it could go worldwide ... and kill Diesel in at least some other parts of the world??

Don't see the point at this time ...

gfb · #28 08-02-2016, 11:11 AM

Your math is a little off.
CD-230 = 11gph @ $4.19 = $46.09/hr
IO-540 = 16gph @ $5.00 = $80/hr
difference is $33.91/hr

F1Boss · #29 08-02-2016, 11:24 AM

Well, the diesels are only allowed to fly so high - I think 13000MSL or so? Seems they can't get restarted if someone pulls the power back to where the compression ignition fire goes out. The engine will run up to 18000MSL or so, but I would expect a small throttle reduction - as would be used in any descent - and the fire will go out - until you get to a lower altitude.

So you have to make powered descents? No thanks - I like to keep Mr Vne happy (except at Reno - he has to take what I give him while we are there).

I'm almost sure this basic engine was used by the Flying Frog race team that had a diesel in an NXT. Once they turned the wick up, it really went. So - the HP limit is NOT 230 hp - I would guess closer to 350 (judging from the speed). The plane was totaled in a crash in France later - engine failure, if memory serves...

Carry on!
Mark

DanH · #30 08-02-2016, 12:01 PM

Quote:

Originally Posted by F1Boss

I'm almost sure this basic engine was used by the Flying Frog race team that had a diesel in an NXT. Once they turned the wick up, it really went. So - the HP limit is NOT 230 hp - I would guess closer to 350 (judging from the speed). The plane was totaled in a crash in France later - engine failure, if memory serves...

That nicely defines the fear I detect when I talk diesel EAB with senior folks at Continental. They figure if left to our own devices, we'll install it wrong and treat it badly, and everyone will start saying their diesels are no good.