From: EPI Inc.       Contact: tech@epi-eng.com

 

  Race Engine Technology Magazine CURRENT ISSUE of Race Engine Technology Magazine

Race Engine Technology Magazine

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  05/18/2011

- Aircraft Engine Products -

Why new engines are needed;
Engines we have developed

BACKGROUND

In early 1993, EPI began the development of a lightweight, 500 HP, liquid-cooled V8 aircraft powerplant for a high-performance, two-place tandem aircraft which EPI's CEO had designed.

Several products have resulted from that development program, including complete aircraft powerplants (described here), PSRU's, ignition systems, lubrication systems, accessory drives, and engine mounts.

The design and development of the EPI Gen-1 powerplant (engine, PSRU, and accessory drives) was the subject of a technical presentation which EPI's CEO gave at the 1996 Advanced Engine Technology  Conference (AETC). In December, 2006, EPI's CEO gave another AETC presentation covering various loads and stresses imposed on reciprocating engine components, and some basic mechanical engineering concepts to support the main topic.

The content of those presentations, and lots more engine technology, are presented in the PISTON ENGINE TECHNOLOGY section.

CONTENT

This section of the site gives some of the details about aircraft engine products which EPI has built for specific applications, some critical information about the LS series of crate engines which many builders are planning to use, as well as a brief presentation about why new aircraft engine products are needed.

If you are considering the use of a liquid-cooled V8 (or any other non-standard powerplant) for an aircraft you are designing or building, we strongly recommend that, in order to be as well informed as possible in the selection of an engine for your aircraft, you read and digest the information presented in the AIRCRAFT ENGINE  CONVERSIONS section of this site.

Quoting from the INTRODUCTION page of that section:

"It is our opinion, based on real-life data, analysis and experience, that for engines up to about 325 HP, the best way to satisfy the requirements of (1) reliability, (2) power-per-pound, (3) ease of installation, (4) availability, and (5) support, is to use an appropriate certified engine (Lycoming, Continental, etc.)."

If, after careful consideration of the information in that section, the use of a liquid-cooled V8 powerplant is of interest, we encourage you to view the pages in this section, including the details about the EPI Gen-1 and Gen-2, engines, LS-based engines and the GM Bigblock Crate-Engine-based cropduster powerplant.

PLEASE NOTE: EPI, Inc. has never provided a "firewall-forward" engine kit for a builder to "bolt-on" to a homebuilt. All our engines (Gen-1, Gen-2, etc) and engine-conversion packages have been specifically designed and engineered for special applications, have been developed to satisfy FAR requirements for certified installations, and have performed extremely well. Currently, we are focused on applications for our two "clean-sheet" engine / gearbox designs (a lightweight CI V8 which runs on Jet-a and Jet-A1, and a 1200-HP 60° V12 SI engine) and are no longer selling the Gen-1 or Gen-2 powerplants

Table of Contents

1. Liquid-Cooled Aircraft Engines:   WHY? The underlying motivations for our engine programs, the requirements for an aircraft engine, and related topics.

2. Declining Availability of 100-LL Avgas The probable future for Avgas, and consequently, for the engines which depend on it.

3. EPI Gen-1 Aircraft V8 The performance levels and internal details of the EPI Gen-1 aircraft V8 engine.

4. EPI Gen-2 Aircraft V8 The performance targets and hardware implementations used in the EPI Gen-2 aircraft V8 engines.

5. GM "LS-type" Crate Engines A discussion of why most crate engines are not ideal choices to use as aircraft powerplants.

6. The 620-HP Big-Block Crate-based Engine The use of a modified GM-572-ci Big Block crate engine as the basis for a cropduster powerplant.

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