Hopefully soon to be new owner, looking for tips on flying most efficiently

[Shadrach]

3 hours ago, A64Pilot said:

While I don’t know about the VW Diesel, but you cannot adjust mixture in a normal Diesel. Common Rails can do all kinds of “magic” though, vary timing, multiple injection events, even inject fuel in the exhaust stroke to burn in the Diesel particulate filter to burn it clean, called “regeneration” Common Rail is a complete game changer, took Grandpa’s old chug chug Diesel and made it into a hot rod.

They are arguably the ultimate LOP engine, because at all RPM’s and loads they take in a full volume of air, there is no throttle plate and therefore no vacuum in the manifold. While a spark ignition engine throttles both fuel and air, a Diesel only increases fuel to increase RPM / HP, so at part throttle they are exceedingly lean.

At idle their EGT is in the 200’s F, but as power increases so does EGT, often the limit of the power you can get out of a Diesel is when the pistons melt, take one ROP and they smoke like a train, you see that at Truck / Tractor pulls until the Turbo catches up with the fuel 

I used to love Diesels but all the emission equipment took a simple mechanical reliable beast and complicated the dickens out of it and reduced reliability, couple that with ULSD price and there just isn’t the advantage that there used to be.

I don’t know maybe the VW motor has a throttle valve? Wouldn’t surprise me as Diesels and gas motors are becoming more alike over time.

I am not an expert on the any of the euro diesels. I do own a 3.0L BMW diesel but I am still learning about it. The emissions side has been the only thing to require maintenance in 170k of driving. I agree that they have become overly complex.  I suspect that mixture is very much controllable with piezo electric injectors. They can fire up to 8 times in a single combustion cycle. I suspect the engine may have a throttle valve because of the significant engine breaking when down shifting. On the whole it feels like a gas car with an inverted powerband. It will rev to 5500 but max torque (413ftlbs) is 1500-2500.

It would make a decent aero engine although I can’t find a weight without all of the emissions stuff. It’s likely quite a bit porkier than an IO360.

[Echo]

Curious how a more simple fuel to refine became so expensive.  VERY curious.  I wonder what made that happen?  Hmmmm. U.S. emissions requirements vs. the world.  I am sure it is working out great for the average consumer of transportation energy in the U.S.  There are winners and there are losers and buddy Joe Plumber ain't winnin'.

[802flyer]

Congratulations on your new to you F model.  I operate my F LOP frequently.  Operationally, it's quite simple but one should really gain a rudimentary understanding of what is actually taking place under the cowl to optimize both efficiency and safety.
It's for good reason that the articles linked below have been a staple for those looking for a deeper understanding of engine operations. They are the best "self study" starting point that I know of.  John Deakin passed in  2021 but he left a legacy of excellent aviation related content that is still relevant today.   I can offer more nuanced advice regarding how I operate my 67F but it will not be of much use to you until you have a foundational understanding.
https://www.avweb.com/features/pelicans-perch-63where-should-i-run-my-engine-part-1/
https://www.avweb.com/features/pelicans-perch-64where-should-i-run-my-enginepart-2-the-climb/
https://www.avweb.com/features/pelicans-perch-65where-should-i-run-my-enginepart-3-cruise/
https://www.avweb.com/features/pelicans-perch-66where-should-i-run-my-enginepart-4-descent/

 

@RescueMunchkin I second this recommendation. These articles were the foundation I started with when learning how to fly my F model LOP.


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