»Subaru Boxer Diesel
ξ pistons move in opposite directions => counteracts vibrations
ξ aluminium block <=> reduced engine weight
ξ 350 NM (35.7kgfm) of torque at just 1,800 rpm
ξ 5.6 l/100 km
ξ engine doesn't need to adjust the intake air => better combustion and no air waste
ξ 148 g/km; Euro4 emission standard; particulate filter; oxidation catalytic converter
ξ common rail system: stores pressurised fuel in a common rail, injecting fuel to each cylinder with extremely high pressure
ξ EGR (Exhaust Gas Recirculation)
»Driving the World's First Boxer Diesel
ξ Kenichi Yamamoto is the man in charge of the development of this car
ξ the benchmark cars were the BMW 320d, the Audi A4 and the Honda Accord turbodiesel
ξ the basic lump is familiar, a turbocharged, DOHC 1,998cc horizontally opposed four-cylinder engine
ξ to convert this architecture to diesel, the first significant change is a dramatic 6mm reduction in the cylinder bore
ξ and an 11mm increase in the length of the stroke
ξ now the bore and stroke are symmetrical at 86.0mm
ξ one of the results is a much shorter crankshaft that measures 13.9 inches, some 2.4 inches shorter than before
ξ to minimize weight, the block as well as the cylinder heads are made from aluminum
ξ as with almost every European turbodiesel, the Subaru employs common-rail technology for the new engine
ξ produces 148 horsepower at 3,600 rpm, 258 pound-feet of torque at just 1,800 rpm
ξ the engine is capable of 60.5 mpg
ξ this compares with the 320d's turbocharged 2.0-liter inline-4 diesel that produces 174 hp and 271 lb-ft of torque,
ξ while the Honda Accord's turbocharged, 2.2-liter inline-4 diesel delivers 138 hp and 251 lb-ft of torque
ξ gasoline version of Subaru's 2.0-liter four-cylinder boxer also manages 148 hp, but just 144 lb-ft of torque
ξ this is an exceptionally (and unexpectedly) quiet engine
ξ in top gear the diesel takes 23.4 seconds to accelerate from 50 to 100 mph
ξ compared with the 37.0 seconds it takes a Legacy with a normally aspirated 2.0-liter gasoline engine to accomplish the same feat
ξ meeting the California legislation is very hard and very expensive, Subaru is researching it, but there is no timetable
ξ Diesel is the main focus for the U.S. market
ξ
»Subaru Boxer Diesel Is One-of-a-Kind

»Subaru Boxer Turbo Diesel Engine /YouTube/

The perfect light helicopter engine would be the 2.0L turbo Subaru boxer engine
ξ weight is is very light
ξ power and torque are awesome at 3500 RPM with pretty low fuel usage
ξ they run wonderful on 100 octane unleaded with no computer modifications
ξ the computer system is a learning system and can cope very very well with changes in power demands and altitude
ξ I think the main reason why auto engines arnt used is because it is hard to change the mind of the government and the FAA is the governing body
ξ to the defence of the engines being used now though....
ξ magnetos are fool proof and separate of the charging system,
ξ there for the motor can still run even if you have complete electrical failure
ξ leaded fuel aids in cooling of the motor and lubrication of the cylinders, lead has lubricating propertys
ξ air cooled engines have one less system to fail
»Engine Selection
ξ aero-diesel's are designed to run on Jet fuel
ξ AVGAS carries a tax burden of 28.1 pence in the litre, and AVTUR (Jet A-1) a whopping nil, zero, zip, nada

»Automotive Conversions
ξ an aero engine is designed to produce 100% of its power at 2700 rpm, and sit at this for hours on end
ξ try producing 100% power from a car engine (in the region of 6000rpm) for more than a few minutes and seen what happens