E1000 J/G CONDOR and E330J/G HAWK  Series

E-Series (V12 CONDOR)

We are now completing design and soon will start production of the V12 (1000hp-1600hp)  E-1000 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

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.

This 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.

V4 series

E330J/G HAWK (V4)

Also available will be the E-330 V4 (300hp-500hp).

FL series (Inverted V4)

FL1500 (Inverted V4)

Designed as a Rotax Replacement and alternative with 120bhp – 200bhp applications. Weighing in at only 67kgs.
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Maintenance & Fuel

Maintenance.

Our technology eliminates most of the maintenance operations required with conventional two and four-cycle engines. Operating conditions in the crankcase of a stepped piston engine are very similar to those in a four-cycle engine. The copious supply of oil to the working parts minimises wear. However, blow-by gases, to which the bearings and the oil are usually exposed, are isolated above the piston step.  Bearing corrosion problems, well known, especially in two-cycle engines, are therefore completely avoided.

In addition to these more obvious points, analysis of oil, taken from one combined cycle automotive engine, revealed that after 400  hours the lubricant was still within the specification for new oil. Normal degradation of the additives had not occurred.

In a four-cycle engine all of the oil passes at some time into the high temperature region adjacent to the piston compression rings and is then returned to the crankcase. Therefore in a four-cycle engine all of the oil is exposed periodically to temperatures well in excess of the degrading point of the additive pack. This causes the qualities of the oil to decline throughout the period between oil changes.

Fuel Type and 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 derivitives.

Hydrogen gas.

BSFC, 0.398 lb/hp-h. A Pratt & Whitney PT-6 Turboprop by comparison is 0.507 lb/hp-h and on approach and idle 0.825 lb/hp-h.

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