lelievre12

Interested if this is still in your hangar! text me 650 521 687 TWO Peter

I did the math on that and this is basically a good idea. The longer stroke of a diesel engine means the piston bore can be smaller so that the BMEP and peak pressure loads on the crank can be reduced to 'acceptable' for the 'stock' VAR 520 crank. Another 'trick' to reduce these loads is to use common rail injection so that the peak loads can be mitigated by introducing fuel in a programmed amount (not all at once). So the question of whether the bottom end can handle the revised cylinders does work. When I look at the SMA Diesel, that looks to me to be their approach. Of course the harmonics would still be hard to manage and a fully strain guage instrumented crank would be needed to assess what/where counterweights would be needed. Still a big engineering job.

A CD155 will make more power than an IO-360 at 5000 feet. (lapse rate makes for only 25" MP at 5K) and the CD155 has a geared prop which generates more static thrust too. However your TSIO360 will still beat it everytime at 5K. But further up, things change again. I'm not sure of the critical alt for the TSIO but it's possible that the CD155 may pull more HP at above ~20,000 than a TSIO360 as its not MP limited by vaporisation or detonation in the flight levels. Just a hunch.

Here you go. See attached, CD155 Continental Diesel. Weight: 297# Power: 155HP Continuous TBO: 2100 Hours. BSFC 0.353 lb/hp/hr cruise; 0.375 lb/hp/hr max power. (8GPH at takeoff/climbout, 5GPH cruise) More than enough for your short or medium body Mooney. More than 1 million flight hours. DS_CMG_2_CD-155.pdf

The early gearboxes did have a 400 hour inspection but the present TBO is 2100 hours for the CD155. The new dual mass flywheels are much kinder to the gearboxes.

Call me stupid but I actually bought a surplus Thielert CD155 (155HP) engine to install in a M20K or M20L. The weight of the turbo CD155 is 297# dry which is around the same as the IO360 and is actually less than the TSIO360. HP is less down low but once above 5000 ft the CD155 has more power than the IO. At 18000 feet the CD155 still makes 120HP whilst the IO360 only makes 94HP. The cruise numbers are impressive. At 71% power and 18,000 the CD155 will push the M20K at 186KTAS at 6.67GPH with a no reserve range of 1934NM (76 gallon tanks). At economy cruise 58% the CD155/M20K will make 156KTAS at 18,000 burning 5.2GPH. Thats 35 MPG!. No reserve range is 2266NM. So I am in the market for a post M20K airframe! If anyone knows of one? The plan is to take it experimental and fit the CD155. PM me if you know of any hangar queens out there. The other thing I am looking for is an M20L (Porsche) cowl as I think this will shroud the new engine perfectly. Any hints welcome! Should be a fun project. Peter 6505216872