HAWK V4 E330J/G
The HIGGS HAWK V4 E330J/G Diesel is a clean sheet combined cycle, spark ignition, multi-fuel solution for the needs of today. Weighs in at only 306lbs / 139kgs.
HAWK E330J/G Features
V4 (350hp-500hp) E-330J/G and E-330J/G-T clean sheet design engines. These engines will demonstrate our unique design for achieving the needed horsepower while keeping the weight of the jet burning engine at or below similar AVgas versions of these engines.
COMBINED CYCLE PISTON OPERATIONAL ADVANTAGES
- Conventional 4 cycle wet sump lubrication
- No valve gear
- Low thermal loading of the piston
- High durability with low exhaust emissions
- Compact low mass design
- Extended oil change periods (oil does not degrade)
- Extended maintenance intervals (less parts to maintain)
- New concept in high performance aircraft engine
- Unique operating method
- Low part count for high life
- Extremely high power to weight
- Minimum vibration
- Low noise and heat signature
- Also available as forced induction / E-330J/G-T – 500hp
- Weighs only 306lbs / 139kgs
We are now taking orders for the Hawk V4. Use the link above to send us an email and get on the list and in the production queue. Once a deposit is initiated to secure your serial # there is a 12-16 weeks lead time prior to delivery.
A very big punch from a small package
One of the most attractive features of the HAWK V4 E330J/G is its size. As you can see from the images opposite. They illustrate very clearly the benefits of the added horsepower in a much smaller package. Shown here is an overlay of the Lycoming IO-540. Need we say more…
For OEM’s and builders alike, one of the biggest challenges is the firewall forward and getting everything to fit. And that’s not including the challenges and headaches associated with forced induction installs. The Hawk V4 really lends itself with ease to the introduction of forced induction which is why we offer the Hawk as a E330J/G-T. The turbo version provides a mission ceiling of upto 50,000′ and 500hp.
Our design enables combined cycle engines to compete with four-cycle engines in terms of fuel economy, especially under cruise conditions. The crankcase, freed from any gas exchange functions, is well lubricated; the working processes being sealed above the piston. Isolation of the crankcase also permits a full pressure lubrication system to be used, as in four-cycle engines.
Inherent piston cooling characteristics of the combined cycle piston design offer a major durability advantage over conventional two-cycle engines, allowing much leaner fuel delivery than can be sustained with traditional crankcase scavenging, where usually piston overheating and consequent seizure are common. This technology operates without complex mechanical components such as cams, valves mechanisms and the other various precision components necessary to operate them.
The absence of these mechanical components eliminates a large number of moving parts, thereby considerably reducing the costs and maintenance requirements, whilst significantly increasing reliability and retaining the simplicity of the two cycle engine. With this combined cycle design two cycle engine technology, combined with the enormous benefits together with their appealing simplicity, a new generation of light weight high performance power plants can be achieved. Which until now would have been almost impossible.
Fuel Type & Consumption
This platform of engines has been designed from the ground up to be a true multi-fuel unit.
Designed to run on industry standard Jet fuel (Diesel (EN 590), Jet A, Jet A-1, JP-5, DEF STAN 91-86, JP-8, DEF STAN 91-91, JP-8+100, Chinese Jet Fuel No 3)
Will also run and perform on all gasolines where necessary, 80,87,91,95 including 100LL along with all bio derivatives.
BSFC, 0.398 lb/hp-h (231g/kW-h) Pratt & Whitney PT-6 Turboprop by comparison is 0.507 lb/hp-h (308 g/kW-h) (on approach and idle 0.825 lb/hp-h (502 g/kW-h))
Efficiency & Economy
It is necessary to emphasize the importance of the very high volumetric efficiency of the traditional piston controlled ports employed by the standard two cycle engine. Until now no existing type of inlet valve could produce the essential requirements of presenting the maximum inlet area to the air in the minimum time.
The new design outlined below, significantly increases both the utility and the efficiency of the of the two cycle engine, which may now be more efficiently scavenged.
The port layout adopted concentrates the scavenge flow at the wall of the cylinder opposite the exhaust port. This compares with more evenly dispersed scavenge flows common in conventional engines. Scavenge flow within the cylinder provides, in effect, a form of stratified charging and explains improvements in fuel economy obtained with such a simple layout.
We are now taking reservations for the Hawk V4. Use the button above to send us an email and get on the list and in the production queue. Check the reservations page for lead times and availability here.