Deltahawk's Jet Fuel Piston Airplane Engine Explained

The Inline 6 Airplane Engine : https://youtu.be/Su9WN0Pi04s Inline 4 vs Boxer 4 Airplane Engine: https://youtu.be/0wWpSVTHQTI Adept V6 Makes Boxer 6 Obsolete?: https://youtu.be/RNy6dL3UqDs

Just read an article about the engine from Nov. 2023. They have already raised the price to 110,000 for the engine. Millionaires used to buy jets, now they by diesels, and the billionaires by jets. The rest of us, fly southwest.

The mechanically driven scavenging blower is not a supercharger, even though it is identical in construction. It's the application that makes the distinction. In this case it merely sweeps the cylinders clear of exhaust gasses (scavenging), in preparation for the compression stroke. It does not pressurize the cylinders before compression begins (supercharging). That is the role of the turbosupercharger (turbo).

Good video! Congratulations from brasil!

Velocity V-Twin specs. Range at 65% Lycoming IO 320 1400 NM 185 ktas 75% Lycoming IO 360 1150 NM 200 ktas 75% Titan IO 370 1150 NM 205 ktas 75% Deltahawk Diesel 1900 NM 250+ ktas 75% UL520T 1150 NM 230+ ktas 75%

This video is not really about the DeltaHawk per se but rather a rundown of the general principles involved in it's operation and how those contrast with other engines.

They had one of these on display at Oshkosh last year. Was really interesting looking at it and they answered a ton of my questions

When I was a teenager and in collage, I was building and modifying engines for snowmobile racing. One I was proud of was an in-line 3 cylinder with 800cc displacement making 210 hp @ 3800 rpm, naturally aspirated. The engine was strong and reliable, the weak point was the clutch. They kept exploding. We couldn't find a material at the time to handle that power in that application!

Well covered. Keep up the great videos. Love to have a DeltaHawk someday. I run nearly all my Turbo Diesels at +20% with an ECU reprogram. Hopefully DH's will do this too.

This thing has been in a perpetual state of "next year" for the last 14+ years

Besides the 8V92 Detroit Diesels that we ran in our Pilot boats that along with the GMC blower also ran a turbo these engines developed 600hp. The big cargo ships the one I was shown was a 9 cylinder inline 2 stroke I believe that had an electric motor powered blower motor for starting and had 3 giant turbos for running on. All the ancillary systems such as oil pump , oil and water heaters , and water pump.

Where are you from and how do you know so much! fascinating walk through of this long awaited engine!

When it sits dose it fill the heads up with oil and shorten the rods when you hit the key???

excellent video! Thanks!

Great video thanks! The end fuel numbers on the diesel were a bit disappointing. Most of your old Continentals are burning 8 gallons an hour in 180 hp engines. Another issue with Diesels is they are usually TBR and not TBO so that is a new engine not a rebuild when your hours are up.

Did you in case the air cooling cylinder and pressurize it back into the intake?

2 stroke diesels have been around since the beginning of the compression engine. Detroit Diesel was famous for their 71 and 92 series and most if not all large ship engines are 2 stroke but as far as I know they all use exhaust valves and most are forced air intake. There are naturally aspirated but very low power. They all use recirculating oil systems. My point is this technology is mostly adopted from other systems but I agree that this should be a better choice for aircraft. The one thing I question is the inverted cylinders and the probability of oil pooling in the backside of the pistons and seeping through the rings when not running. I think this is why they have to hand rotate radial engines prior to start up and hand rotating a diesel with oil in the combustion chamber could be a dangerous situation.

We are Detroit Diesel and EMD 2 strokes engines and we've had valves since about 1938 and we're still in widespread use. We also have Roots blowers and turbochargers on the same engine - and wet sumps. Heavens above! The 'supercharger' in this Deltahawk engine appears not to be a supercharger from your description. It appears to be a positive displacement scavenge pump very similar in operation to the blower on a Uniflow Diesel engine, though I can't find much info I must say. People mistakenly think the blower on a Detroit Diesel 2 stroke is a supercharger but it isn't. Detroit Diesel and EMD even categorize their blower only 2 strokes as N for Natural. I wonder if the Supercharger on this Deltahawk really is a supercharger since you did mention starting and idling for it? On turbocharged Detroit Diesel 2 strokes, the Roots blower is retained for starting and idling also causing me wonder about the role of their 'supercharger.' Until we know more I have to give them the benefit of the doubt that it is a supercharger but life burns one and mechanics like me get rather cynical about manufacturers' unsubstantiated claims. In an EMD turbochrged engine they use a centrifugal hybrid arrangement for the forced induction. For starting and idling the compressor acts as a crank driven blower and indeed does provide true supercharging in low RPM high load situations (unlike Detroit Diesels and EMD N engines) and as the RPM rises the the turbocharger turbine takes over driving the compressor via an overrun clutch. I would've thought for the amount of effort they've put into this Deltahawk engine they could've come up with perhaps a bit more of a compact and sophisticated forced induction/scavenge pump than off the shelf tech supercharger and what looks like an eBay turbo LOL. It seems like a 3/4 baked cake with the customer a full paying beta field tester. Time will tell.

Is it possible to mitigate peak pressure, in an engine with a mechanical diesel pump, by altering the fuel pump cam lobe profile to delay some of the fuel delivery during the combustion event to spread out the combustion pressure curve, but still deliver all the fuel necessary for best power output?

The (sadly defunct) Zoche two stroke aero diesel was a radial format with two up and two down cylinders. All four con-rods were carried on one crank pin. There was zero primary and zero secondary vibration. It was available in 2.5 litre single row and 5.0 litre twin row formats. Rotating mass is reduced the crank simply has to counterbalance the con rod weights.