New Revmaster Turbo Engine?

[rizzz]

They are rating it at 85HP. The Aerovee turbo is rated at 100HP and its only a 2180cc vs the 2300cc Rev.
Wonder why the difference?

Sonex has always rated their 2180cc engine at higher HP than comparable engines from the competition.
Not that their VW engines actually produce more power, they just rate them differently, remember this post on the Sonex Yahoo groups a few years ago (see the bit I've put in bold at the end).

Hello again AeroVee and SonexTalk Groups-

We wanted to address a common question that we field regarding the
horsepower rating of the AeroVee. Specifically, why do list it as an 80hp
engine when our competitors list similar displacement vw-based engines at 70
to 76hp?

Good data is very difficult to find for most of the AeroVee competition.
There are some slight differences in core parts selection of each
conversion, but there are also differences in how horsepower is being
measured, and at what RPM max rated horsepower is being published.

Sonex Aircraft has both Dyno testing data and comparative prop testing data
to support that the AeroVee is an 80 hp engine at 3400 rpm. Our Dyno tests
conducted with the University of Wisconsin-Madison engineering department
shows the AeroVee produced approx. 80.74 hp and approx. 125 in-lbs of torque
at 3400 rpm on-average between all of our test runs. Peak hp was measured at
3500 rpm: approx. 82.12 hp, however torque is on the back-side of the peak
³plateau² of the graph at this rpm: approx. 123.23 in-lbs, so that
factored-in to our publishing max rated hp at 3400 rpm, where torque is a
little sweeter, and we¹re running the prop slightly slower. Absolute peak
torque was shown in our Dyno test runs at about 2900 rpm with approx. 126.36
in-lbs.

We know from our extensive flying experience with these engines that these
numbers are within the normal operating range of the props that we use. We
also know that an AeroVee Engine installation that is set up per our
standard instructions can run all-day in this RPM range. We like to see 3000
rpm minimum static rpm in a full-power ground run. Depending on the prop, we
usually see a maximum of about 3500 rpm in level flight at WOT. We rate the
engine¹s red line at 4000 rpm, but the engine core revs more than that in a
car.

With regard to comparative prop testing: when we first began testing of the
³modern² version of the AeroVee on Sonex Aircraft, we wanted to see how the
engine compared to the Jabiru 2200 we were already flying on the airframe.
At that time, the 2200 Jabiru was rated at 80 hp with a published
power/torque curve to support that number (changes in the engine has since
increased its power slightly since then, and Jabiru currently publishes it
as an 85 hp engine). We had conducted a lot of prop testing with Sensenich
to get an optimized prop selection for the 2200 powered Sonex, and we had a
lot of flight test data collected for that setup. For the first flights of
the AeroVee 2180, we simply had Sensenich make a left-hand turning version
of the Jabiru 2200 prop we had worked with them to refine. With that prop,
static rpm on the ground and rpm¹s in the air was approximately 50 rpm
higher than the Jabiru 2200, and performance of the aircraft was slightly
better as you would expect with an increase in rpm. Note that newer 2200
Jabiru Engines have performed slightly better than the 2180 AeroVee due to
the added displacement and other refinements of the 2200 Jabiru Engine in
the past 8 years.

The bottom line is that the power output of all direct-drive big bore and
stroke 2180 VW aircraft conversions is roughly equivalent, but each company
publishes the rated hp at different rpm¹s. We feel our competitors are
confusing max rated hp, the standard by which most engine hp ratings are
published, with max continuous rpm. Our competitors who are rating their
engines at 76 hp appear to be publishing the max continuous rpm of their
2180 VW conversions.

As always, please feel free to contact Betty, John, Jeremy, Kerry, Mark,
Heather Z, Jason, Stephanie, or Heather W at the numbers or e-mails below
with any questions or Comments.

Regards,
-Sonex Aircraft, LLC
–
http://www.sonexaircraft.com
Tel (Info/Orders): 920.231.8297
Tel (Tech Line): 920.230.8324
Fax: 920.426.8333

[deckofficer]

They are rating it at 85HP. The Aerovee turbo is rated at 100HP and its only a 2180cc vs the 2300cc Rev.
Wonder why the difference?

This application is turbonormalized which means no added boost at sea level, but as you climb to 12,000' the engine provides sea level performance. Not as fun for short take off rolls and big climb outs but also no added heat load to be dissipated. A NA 100 hp engine would be down to 64 hp at 12,000' where a 85 hp turbonormalized engine will still have 85 hp.

[marvdavidson]

Starting my aerovee build soon and doing some planning. I seem to recall a CFI that was building a sonex anyone know who he is and is he close to finishing soon? also, is anyone using mo gas with their aero injector and aerovee?

[fastj22]

Starting my aerovee build soon and doing some planning. I seem to recall a CFI that was building a sonex anyone know who he is and is he close to finishing soon? also, is anyone using mo gas with their aero injector and aerovee?

I believe Michael Farley is a CFI and flying behind his turbo Aerovee.

[Sonex1517]

That would be correct


Robbie Culver
Sonex 1517
Chicagoland
N1517S

[bakfly]

Starting my aerovee build soon and doing some planning. I seem to recall a CFI that was building a sonex anyone know who he is and is he close to finishing soon? also, is anyone using mo gas with their aero injector and aerovee?

I believe Michael Farley is a CFI and flying behind his turbo Aerovee.

I have been using 95 premium mogas during the last few month on my Aerovee (compression 7 to 1) with Aero injector. After using 100LL for the first 75hrs or so I decided to try the 95 premium. After adjusting the needle 1/4 turn richer it runs very well even during the hot Australian Summer. No burps it all. I using the standard drawings fuel system with the gasculator. I have put on a heat insulation sleeve on the fuel line to the injector and heat shield on the exhaust pipe underneath this fuel line.
Peter Bakker,
Sonex 1430, Aerovee 2.1, flown 95hrs
South Australia