60 HP, V Twin, four stroke, hybrid electric, aircraft engine, from Aeromarine LSA.
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- Опубликовано: 7 фев 2025
- 60 HP, V Twin, four stroke, hybrid electric, aircraft engine, from Aeromarine LSA.
#60Hp #VTwin #FourStroke #HybridElectric #AircraftEngine #FromAeromarineLsa
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60 HP, four stroke, hybrid electric, aircraft engine, from Aeromarine LSA.
THE AEROMARINE V-TWIN IS A 60HP LIQUID-COOLED 4-CYCLE 800CC 80-DEGREE FUEL-INJECTED, ELECTRONIC IGNITION ENGINE WITH ELECTRIC START.
This engine incorporates state-of-the-art technology with decades of reliable history and thousands in service.
Our matching reduction drive, custom CAD-designed, and matched propeller results in the perfect power system for the Merlin aircraft at an excellent price. The introductory price of $7,500 includes: The engine mount, Merlin cowl, Aeromarine carbon propeller and spinner, radiator, and all fittings. There is no TBO! Our engine replacement price is lower than the cost of most overhauls, so it is cheaper to buy a new engine.
The void in the availability of a 50-60 hp 4-stroke aircraft engine may be one reason that there are few single-seat aircraft. Rotax has reduced their offers of 2-stroke engines. And most pilots prefer 4-cycle. There are some morphing Briggs and Stratton and other lawnmower and generator engines with some good results and very low cost. But can that be done commercially and with the reliability we expect from an aircraft engine? We are sure of it.
We have an exclusive agreement with the manufacture of a Can-Am style V-twin engine. We have adapted a proven belt reduction drive to this engine. We have designed a custom engine mount, exhaust, and wiring harness. We even have a custom carbon propeller made to match this engine’s torque and power curve and the Merlin’s speed range.
The V-twin is ‘red-neck proven’ meaning hundreds of thousands of this engine have been manufactured and put to the test in ATVs. These 4-wheel off-road vehicles are run hard in extreme off-road conditions. They have proven themselves to be very durable and reliable. Perfect for aircraft use. Plus, this engine is very modern especially compared to nearly every aircraft engine. It has electronic ignition and fuel injection. And designed to be run at high power settings.
www.aeromarine-lsa.com
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It's the little engine I've been waiting to design an airplane around. Price is excellent to boot. Looks like a great effort from these guys.
Wow! This is what the aviation world needs. This is truly innovative. Well done!
Well done. $7,500! Finally, someone with a great, 4-stroke, reasonable package. I'm getting one.
another promising innovation by Chip Erwin
Great presenter, which is awesome. Besides, it is exactly the engine I was looking for. Will be in contact. Congrats and thanks!
🚨This guy is incredibly smart and asset to GA
That's Right
I am still watching this one. The idea of having 60 hp gas and equal power with battery in electric drive motor and it's own battery charger or a combined gas and electric power at the same time is the most redundancy you can have with an aircraft. This is great work and research !
Right
I agree 👍
Sounds like a perfect replacement for Rotax 582
I wish you
Much success keep us posted.
Wow! Impressive!
How and WHY would anyone give this video or engine a "thumbs down"?
Polaris diehards ? Once a po po
'Hybrid' propulsion on an airplane is a waste of weight - especially on a 254lb-max-weight US-legal ultralight.
The things that make it work in a car do not exist in flight.
I ask that question about a lot of videos
@@dcacklam this set up is not for part 103, its for LSA category. its not going onto his merlin lite which is part 103, its going into the bigger LSA Merlin.
This is kindof what I have been looking for for a 103 conversion. I want to get a part103 soon and fly that for a few years and then replace my likely 2 stroke with this and add some features to convert it to an Experimental and get some range and power out of it.
Wow!!! That is a good price for that engine package. That wold be great for something like a Rans Air Rail or a Kolb Twinstar Mark 3. I wonder if this could be used in a Hummel H-5.
I gave up attempting to contact this guy. I had to buy my engines elsewhere.
Uau! Wow! I like it!
Hope this pans out.
People concerned about this engine being inefficient due to transfer losses inherent in hybrid systems should take a closer look at the valve cover. The word printed in bold black letters on the valve cover is HYBIRD, not hybrid.
Right
Why would anybody be concerned about it being inefficient?
Dankie/ Merci Chip Erwin and John Penry-Evans. I was looking for a Hybrid engine. The voice is very soft and difficult to hear. So the petrol engine give 40kW and the Electric engine also 40kW. The sum is 80kW (75kW = 100HP)
I love the mask 😷 !!! Wow now I’m buying a plane ✈️
Cool
Would be very nice like parallel hybrid !
i think with the parallel hybrid engine you should be prepared for mass production, it's sound too good&affordable, but you must figure out where you'll mount the batteries
In the airplane.....duh
Wondering how this might adapt to a challenger 2 ? Hope the cost can remain low.
I was thinking the same thing
Would this have enough power for a KR2?
How many hours before you toss it?
When You See Blue Smoke LOL
Where does the electricity come from to drive the BLDC motor? Does it come from a battery that gets recharged from the V Twin, or directly from the V Twin itself?
I might have missed in the vid but how much does it weigh?
Mike Ryan 110 lb as shown with prop and redrive I believe.
115 lbs
I'm curious as to how well a harley davidson vtwin would work in these ultra lights.
This is excellent news, they're using the redrive I'd drawn up on CAD with Ace Aviation-John Penry-Evans's manufacturing help from his Indian factory, Chip's talking about hybrid but I'd stay with the clean burning lightweight original to save weight. Same engine on G-KEVA but his inlet manifold is low profile, do fancy nicking that engine mount design as it's a lot less clumsy than my version. This video is the test with the 25 row wider belt. Took her to 10k feet and the EFI means no mixture change at all. This is great, lots of ideas to steal 😉 here's a test flight:-ruclips.net/video/_iqvXw8FmJc/видео.html
Hi Kevin,
A big shout out to you for your help on this. We did have to do some things with the design to get a more compact arrangement since we are using the low riding intake manifold.
My focus is the hybrid but it will certainly fly as a straight V-Twin a lot more than it ever will see the hybrid configuration.
Another aspect of this program is we're working directly with the engine manufacturer and don't have a go-between or distributor. When Chip says there are a lot of them I can verify that last year there were 35,000 engines imported into the USA alone. Not all were the 800cc version, but they were a big percentage.
Sounds just like my 2007 800cc Can-am Renegade
@@1STGeneral its a chinese knock off of your Rotax Can-am
I'm wondering where the benefit is in making this hybrid. My understanding is that every conversion of energy type results in a loss, that no conversion is 100% efficient. In this case only about 30-40% of the energy contained in the petrol would get through to the prop, the rest is lost in waste heat, friction, pumping and probably other processes. If we then take some of the mechanical energy from the crankshaft and convert it to electricity in the alternator there will be another energy loss, how much I'm not sure. Alternator to battery - another loss. Here I'm assuming that the alternator can't generate electricity and function as an electric motor at the same time. Battery to electric motor - another loss. Electric motor to prop - another loss. In a hybrid car a pretty good percentage of the efficiency is the result of the capture of some of the vehicle's kinetic energy as it slows down which is part of the reason why we are seeing so many "mild hybrids" - very simple hybrids with a tiny battery which realise something like 10-15% fuel saving simply and only by recouping much of the vehicle's kinetic energy as it slows down. Whilst there is potential for aircraft to recoup some kinetic energy on descent the operating pattern of an aircraft tends to be take off, cruise, descend whereas cars tend to be very much on/off the gas, giving plenty of opportunity for regenerative braking. Please understand that I am not trying to rubbish this concept, my best wishes to Aeromarine for this interesting project. I'm simply curious as to where the benefit accrues.
ICE have been lame engineering from the times of Mr. Benz in the 19th century. Electric and Steam motors were problems because of weight, as was Diesel [more accurately known as compression ignition engines or CIE]. Purportedly, Hydrogen-Electric is the preferred motivator for quiet, low-emmissions (spelling?) Propulsion. We shall see.
Yes, this is what I thought, too. Think of an air conditioner. I would have used a turbine in the end of exhaust gas pipe like a turbo charger.
@@quidestnunc9238 The hybrid application is real. The target platforms are UAVs both fixed-wing and rotary-winged quadcopters. In the fixed-wing scenario, the extra boost is used to takeoff and climb to altitude and then the motor is turned off and converts to a generator to operate the onboard sensors. In tandem the motor and IC produce about 120hp which is necessary to get some of these platforms in the air. When they get to altitude the airspeed is slow because they fly at min sink speed to maximize endurance. This is where the .95gal/hr comes in vs 2.4gal/hr of a 120hp engine at those low power settings.
The quadcopter application is a little different. Four hybrids on the corners as IC engines aren't responsive enough to maintain "balance" or fine maneuvering and it's all fine maneuvering for a quadcopter. The BLDC motor is very responsive and provides a very slight thrust component but 100% of the control component. There are examples of hybrid quadcopters flying already.
I don't think I'll sell a single hybrid to a manned application but the UAV market is huge!
Sorry, but you are entirely wrong for aircraft.
Power-to-weight ratio is key when you want to fly, and none of the other options come even close to working on an aircraft - especially an ultralight.
The rules for cars don't apply to planes - which is why diesel aircraft are extremely rare and extremely expensive.
@@benbosma
Except that the weight of the batteries will detract from aircraft performance, vs a more conventional power-adder (turbo) that can be used for takeoff & wastegated out-of-action for cruise....
I still think that the best bang for the buck is a properly refitted Corvair. We're just not seeing a lot of'em. ) :
You got that right! I don't think I've seen a Corvair in 30 years. I'd think that would make finding Corvair engines to convert pretty difficult. The engines shown in this video are currently coming into the country by the tens of thousands per year. I would suggest that you could have two or three of these engines for what you would have to pay to convert an antique car engine.
Wouldn't that make the new motor the bigger banger?
Do u or they have this in a pusher configuration
Very interesting. Do you think this would adapt to a PPC?
Too heavy (115#) and way more power (60ish hp) than I think powered parachutes ever use -- 36hp Polini Thor 250 is.on the high end.
5:10 So what is the TRO hours for the engine??? (T)ime for (R)eliable (O)peration
Most other vehicles don't use dual ignition systems, because they don't fly.
It's still an old habit, if you want two ignition, put two ignition.
A modern single electronic ignition with individual coil per cylinder is probably at least as good as a dual system with points and distributor.
Where's the video of it running
ruclips.net/video/hXgof_ChSIw/видео.html
So there’s no TBO? How about an estimated TBR (time before replacement) ?
Blue Smoke Right LOL
I would think routine oil analysis would be the best indicator of engine replacement along with a routine compression test.
So I'm curious as to who actually builds it and where?
Is it Rotax in Austria?
Because most atv type engines other than Rotax, are built in Asia or uug china, except Arctic Cat & Polaris's bigger atv type engines are built here.
It's built by Gaokin in China and fitted to the Hisun ATVs, sold from Texas; very high quality casings and general build quality, NGK plugs, Delphi Europe electronics, four valve overhead cam heads. Mine is running very sweetly but need to reposition the oxygen sensors for better response.
@@KevinArmstrong4154 china huh?! That's too bad:( . I'ma kinda waiting to see if someone tries a Yamaha three cylinder snowsled engine. It'll still need a reduction unit on it, but I don't think they run as high of rpms as the R1 4 cylinder.
Or maybe try a side by side utv engine like out of a Polaris ranger or something like that.
@@429thunderjet2 Suzuki and many others use Chinese manufacturing, I had a good look inside and out and found it well made, very tight at first until a few hours on it. What was impressive was the rubber gaskets on rocker covers, on a previous engine I converted of USA design made in Japan, the gaskets were paper and had to be changed each service. The USA distributors of UTVs and ATVs fitted with the motor I'm using now give long warranties. It's also putting out pretty conservative horsepower at a lot lower revs than a motorcycle screamer, so far more suited to aircraft use
@@KevinArmstrong4154 I know. I try not to buy china made, but it's really hard not too as we all well know.
That's why I was talking about the Yamaha inline three cylinder snowmobile engine, cvt, no muliti speed gearbox and the ATV parallel twin engines smooth and lower rpms, again the ones with the cvts, no muliti speed gearbox built into the engine like a motorcycle has.
Just kinda thinking out loud I guess, I'm sure those v twins will be fine.
@@429thunderjet2 I'm thinking something like a outfox with a ninja h2r supercharged 4 cylinder and no reduction drive. Not sure why anyone wouldn't want a 6 foot prop spinning 14k rpm
7,500.00……….TAKE MY MONEY!!!!!
A Ford F-250 with a 6.2l v8 uses two plugs per cylinder
These engines appear to be listed on Alibaba from around $1500 to $2220.
That is in their standard ATV format, not as seen in the video.
The manufacturer is an ISO rated company whose engines meet EU emissions standards and undergo rigorous testing.
These are clearly good quality engines from a respected long established manufacturer, and I would have no qualms about flying with one.
China has the world's most modern manufacturing industries which produce high quality products.
It also has cheap manufacturers whose products are of poor quality.
This engine manufacturer is the former, a producer of good quality products.
How great is this.....will it haul my fat ass around 240 lbs.? I'm sold.
Pusher version for trikes?
You would just need the redrive for it.
@@skm9420 Been running one for two years, I designed the redrive for the Indian manufacturer (run by a Brit) ruclips.net/video/_iqvXw8FmJc/видео.html
What is the name of Chip's motor's manufacturer ? Did I miss that information, Dan, or was that not covered in the interview ?
They didn't say, just that they make thousands.
It's Gaokin 800CC V Twin
he is avoiding to say that its made in china, he wont be able to keep that under his hat for long as many have said its from Gaokin of China already in other comments.
How much for the engine without the electric motor
He just told you
$7500 with prop and reduction drive.
ENGINE around 2000us from china
Once again, car things like 'hybrid' propulsion do not apply to planes. Especially ultralights, with a 254lb empty-weight limit (there is no weight-exception in the law for batteries).
In a car, your engine is operating to produce short bursts of power, followed by long periods of low output - and when you slow down, a hybrid system can convert that energy into electricity.
In a 60hp plane you are running 100% power for takeoff and landing, then 75% power for cruise. Any power spent charging (very heavy, compared to gasoline) batteries is power that doesn't get turned into thrust...
There is no 'low speed/high-torque' energy savings from an electric motor in an airplane (The way there is for a car in city traffic), and no method of recovering expended energy (no brakes in the air).
Dan brought up part 103 for some reason, but this engine isn't intended for part 103 ultralights. As far as regeneration in an airplane, it can work and can extend duration in certain situations (like training -circuits- see Pipistral) but not so much on cross countries.
Batteries can't meet the energy density of gasoline, but they don't have to - electric motor 95% efficient vs typical gasoline engine at 20% means the battery only needs to supply about 25% of the energy equivalent. It's why a Tesla can go 300mi on the energy equivalent of 3gal. of gasoline.
Not exactly an accurate statement..
Aircraft do have a requirement for "short bursts of high power" during takeoff and climb. Then there is an extended period of "lower power requirement" during cruise. The hybrid concept applies perfectly.
Wow thats cheep for every thing !!! Less than 8 grand for prop every thing fire wall forward!!
its a chinese knock off from the rotax 800R UTV/ATV & snowmobile division under the Can Am Bombardier brand. Chip should of been upfront and said its made in China during this interview. you can get the rotax version as well but of course its a much higher price, plus you need to get the snowmobile version not the UTV/ATV version as UTV/ATV version comes with CTV and gearbox you dont want for your aircraft!, I know this engine just as well as chip does. or anybody else except for the guy who truly spearheaded all this for aircraft development and HE should get the credit!!! so credit goes out to Kevin Armstrong and Ace Aviation-John Penry-Evans, Kevin was generous enough to share all his CAD drawings to others including Chip, and Im sure other people will take credit for it, thats not how I roll. Im going to test the engine in aircraft before I would sell it to the public. engine has been proven in the UTA/ATV and snowmobile world but not yet in the aircraft except for Kevin Armstrong, the one who started all this innovation of this engine in aircraft. (as of sept 2020)
Yep! That's where i first saw this motor too. RUclips video's of Kevins. Kevin freely shared what he was doing with his experiments. Chip seems to be a pretty squirrelly, opportunistic guy. Aka a self proclaimed serial entrepreneur. I'm having a tough time excepting this chinese motor thing. For someone like Kevin who purchases one for his own experimental fun... nicely done. For selling to the public... it reeks of support of intellectual property theft which has been common place with china for decades. Not buying the custom made engineered props to go with the motor too. Granted the engine/prop combo is experimental, it will be the customers who do the experimenting for Mr. Erwin.
Thanks for the information soupercooper and Big Daddy. I've went over to Kevin's channel to learn more about this engine.
So 60HP -
Did they give the weight?
AUTOMOTIVE DUAL IGN-
I had a 1994/5 Mazda 2300 pickup with it.
Worst of both worlds?
You have to carry batteries and fuel......
Which you already do - carry a battery and fuel.