Go to the Deltahawk pages.

Diesel outlined with IO-360

DeltaHawk Engine vs.Lycoming IO-360*


To design, produce, distribute and support lightweight turbo-diesel
engines for a variety of aviation and non-aviation uses.


ð· Deliver initial aviation engines under Experimental status for Velocity aircraft, then work with other designers and manufacturers to integrate the engine into their aircraft and develop firewall-to-propeller packages.

ð· Achieve FAA Part 33 Certification of all aviation models.

ð· Develop variations of the aircraft models for non-aviation uses, such as portable ground-based power units.

PLANNED FAMILY OF ENGINES (in rough chronological order, with status and estimated price):

Description (aviation, except as noted)

Status/Estimated Purchase Prices**

100 hp V-4 (non-aviation)

in development / $11,000

150 hp upright V-4

in development / $16,000

200 hp upright V-4

in development / $18,000

150-200 hp "lowered profile" V-4
(inverted or offset drive)

planned / $17,500-$19,500

300 hp upright V-8

planned / $26,000

400 hp upright V-8

planned / $28,000

300-400 hp "lowered profile" V-8

planned / $26,500 - $28,500

100 hp V-4 aviation model

planned / no current estimate

** All prices are U.S. dollars.  Aviation model prices are for Experimental (non-Certified) versions.

** The standard engine package delivered for the purchase price above will 
contain starter, supercharger, oil pump, fuel pump, water pump, all engine-to-
engine lines, turbocharger, and the engine-to-turbocharger exhaust system.

**Firewall-to-propeller packages (unique for each aircraft type and not 
included in the price above) will contain:  alternator, heat exchangers, 
engine mount and turbocharger exhaust pipe.

 Why a Diesel ? 
Benefits of the diesel-cycle engine include:

Desirable Fuel Type: Low flammability and worldwide availability of Jet-A or diesel fuel is valued in all applications; current aviation fuel for the IO-360 and other high compression engines is leaded and will eventually be made unavailable by the EPA (Environmental Protection Agency), making those engines unusable.

Fuel Efficiency: The DeltaHawk is designed to BSFC (brake specific fuel consumption) of .38 lb/hp/hr versus current avgas-powered aviation engine book BSFC of .59 lb/hp/hr at 75% and above.

Lower Fuel Cost: 20-30% more range per gallon. Also, cost per gallon of Jet-A averages $0.09 less than 100LL aviation fuel in the U.S. The price differential is much greater in Europe.*

Electromagnetic Noise Elimination: Absence of an ignition system reduces interference with navigational and communication systems; for military applications, this is desirable for tactical reasons.

Simplicity of Operation: Single-lever power operation (no mixture control).

Durability: Inherent in diesels because diesel and jet fuels provide

more lubricity and because no electrical system (magnetos or electronic ignition)is required.

* As a recent e-mail stated: "In Europe and particularly the U.K. economic benefits are more pronounced due the prohibitive price of both petrol and avgas ... Jet A ... does not cost more than 0.30 per litre ($0.45) as opposed to petrol or avgas at 0.80 per litre ($1.28). Also given the improved economy of your engine it is not difficult to show a saving of 5000.00 ($8000.00) per year in fuel on only 210 hours engine time. Conservative hourly savings work out at 25.00 per hour ($40.00) in a Velocity or Cozy MK4. 100.00 ($160.00) of fuel will carry you 2100nm with the DeltaHawk or 630nm with the Lycoming 360. While in practice these saving may not be quite so large they will still be considerable, probably over 50%. The incredible savings this side of the water would probably make conversion from other engine types a very real economic

proposition even with the cost of a new engine!!"

Some further benefits from the particular DeltaHawk

design decisions for our V-4 Turbo Diesel engine:

Smoothness: A two-cycle diesel has four power pulses per revolution with continuous positive torque applied to the propeller (versus two pulses per revolution with approximately 30 degrees of negative torque in four-cycle/four-cylinder engines).

Liquid-Cooling: Reduces overcooling in descents from altitude. Also, reduced thermal variance in operation allows tighter manufacturing tolerances, leading to increased power and fuel efficiency.

Durability: (1) The 2-cycle piston-ported design reduces the parts count by eliminating valves, valve train and cam shaft; (2) liquid cooling reduces fatigue; (3) unified cylinder and block design

eliminates studs, gaskets and bolts.

Reliability: Fail-safe design aspects have been incorporated, including backup air, redundancy of fuel pumps and limited operation at reduced power without coolant.

Small Size and Light Weight: The V-design is stout and compact; use of advanced materials and focus on low weight as a design criteria willresult in a V-8 model producing nearly 1 horsepower per pound. The V-4is at least 60 lbs lighter than the equivalent aviation engine (comparisons

at fully installed weight) and hundreds of pounds lighter than equivalent marine diesels. For new aircraft designs, the V configuration also allows a more rounded cowling, permitting aerodynamic and propeller noise reduction improvements.


Prototype engines have been running on a static Velocity airframe since January, 1997. Engine monitoring is via integrated cockpit systems.

Testing is done in a Velocity.  Inside engine comparment view.

Results so far:

ð· Starts very quickly; instantly when it is warm.

ð· With the engine kept at 40 degrees, no trouble starting at sub-freezing external temperatures.

ð· Extremely smooth-running at all rpm settings up to 3,000 (the maximum tested).

ð· Idles smoothly down to 450 rpm; very quiet at low rpm settings.

ð· Very quiet at low rpm settings.

ð· Nearly instantaneous response to throttle adjustments.

ð· No discernible wear on critical components to date.

ð· Clean exhaust.

ð· Continuous static idle at 1300 rpm for over 20 minutes with no overheating.

ð· Very low oil usage.

ð· Fuel consumption at low power settings even less than expected.

ð· Final fuel pump installation is complete and enabled us to reach our 200 hp target. We believe we will achieve
an output of 205 hp with the production engine blocks without an intercooler and optimized exhaust system.

ð· We believe the V-4 may be capable of 250 hp with intercooling and a new exhaust system, but it is probable
the design TBO of 2,000 will not be met with the current bearing system at that power level.

ð· Low end torque is better than expected, with a resulting rapid acceleration rate.

We're working on:

ð· Further weight reduction as components are finalized.

ð· Final cold weather start limits and procedures (target is no external pre-heat
required down to zero degrees Fahrenheit/ minus 18 degrees Centigrade).

ð· Supercharger reconfiguration to reduce engine profile.

ð· Low profile configuration (inverted or offset drive).

ð· Endurance at high horsepower.

Go to the Deltahawk pages.


Take a look at this beauty.

Front view

right-side view.backwards view

See the IO-360 outline,  look at the Hooters on top !!

  We chose the other layout.

It's pretty good tested.  the engine mount setup.