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"Gut Ding will Weile haben"
I am following the development of the Zoche diesel-engines since many
years. After reading an article about the engine in a german aviation
magazine I contacted Michael Zoche in spring 1989 and his estimate
then was, it would take at least two more years until they start
production. Two years later I had the opportunity to talk to him in
Oshkosh, production was still two years away. Guess how far away from
production they were, when I called them two years later.
Part of the delay is certainly due to some bureaucrats from the german
aviation authorities ("Luftfahrtbundesamt"). The way they treated
Zoche must have been a real nightmare.
For more information you don't have to buy a magazine, get online and
check out the Zoche aero-diesel Homepage.
Christoph
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<BASE HREF"http://193.26.97.194/";>
Zoche aero-diesel Homepage
<IMG SRC"logo.gif" ALT"zoche-logo">
<H1>ZOCHE AERO-DIESELS</H1>
<NOBR>MICHAEL ZOCHE ANTRIEBSTECHNIK
KEFERSTRASSE 13 - 80802 MUENCHEN - GERMANY
TEL. (+49 89) 344591 - FAX (+49 89) 342451
<A HREF"Z02a.aiff"><IMG SRC"zo2aniso.gif" BORDER0>
</NOBR>
The very compact Zoche aero-diesel incorporates the latest cylinder technology
as well as refinements like tungsten couterweights and full aerobatic pressure
lubrication. The Zoche aero-diesel's high efficiency reduces the amount of
rejected
heat, thereby minimizing cooling air requirements. Cooling problems are
further reduced by the fact that there are no areas in this diesel engine which
demand such exact cooling as the cylinder head of a spark ignited engine. Charge
air pressure is generated by a combination of a highly efficient mechanical
blower and a turbocharger. This reduces power loss at altitude. Recent
improvements
include a proprietary pneumatic starter system which uses the gear driven
supercharger as a starter turbine. The fuel injection pump together with
its feed pump, the fuel filter and all connecting plumbing are integrated into
the crankcase assembly. The intake manifold is a part of the crankcase casting,
further reducing the parts count and improving reliability. In 1992 the project
was awarded the prestigious Philip Morris research Prize.
The diesel engine has demonstrated the lowest specific fuel comsuption of any
prime
mover (as low as .26 lb/hp hr for large two-stroke marine diesels)=2E It
uses fuel which is cheaper and still contains more energy per gallon than
gasoline
or avgas. There were diesel aircraft engines decades ago (Guiberson, Packard,
Rolls-Royce, Clerget, Fiat).
Following these almost forgotten examples we are developing a new piston engine
for the general aviation: the Zoche aero-diesel.
It is a radial engine with 4 cylinders per row. It is a direct drive, highly
charged,
direct fuel injected, air cooled two-stroke cycle diesel.
Compared to opposed-cylinder, spark ignited aircraft engines, Zoche aero-diesels
offer many advantages:
<LI>The engine has half the specific weight, half the frontal area and burns
less
fuel. This leads to remarkable improvements of aircraft parameters: payload,
range and speed will be markedly better.
<LI>Environmentally progressive - low CO2 emissions due to low fuel consumption,
low NOx due to two stroke principle, low soot and unburnt hydrocarbon emissions
due to modern high pressure injection. Diesel and jet fuels contain no toxic
substances like lead, benzene or scavengers.
<LI>Very low noise emission due to two-stroke and turbocharging.
<LI>No electromagnetic interference.
<LI>Very low vibration level - the 4 cylinder bank can be 100% balanced for all
rotating and reciprocating inertias. Torque vibration is minimal due to one
power
pulse per cylinder per revolution.
<LI>Greatly reduced fuel costs - engine burns fewer lb/hp hr; diesel or jet fuel
has more lb/gallon and costs less per gallon.
<LI>Easy to operate - one power level only. No mixture, no alternate air, no aux
fuel pump, no magneto switches, no mandatory temperature, boost or power
restrictions.
<LI>Good reliability and low maintenance costs due to the lack of a reduction
drive,
the very low parts count and the use of reliable diesel components.
<LI>High inflight reliability - no carburetor-icing, no magneto or spark-plug
problems,
no vapor lock. Turbine inlet temperature is so low that it needs no monitoring.
Even cylinder head temperatures are not critical.
<LI>Safe electrical power - directly driven overload protected brushless
alternator
- no belts, gears, or bearings.
<LI>Reduced 'hot and high' problems - sealevel power at least up to 9,000 feet.
<LI>Full aerobatic pressure lubrication.
<LI>Reliable starting at low temperatures - patented pneumatic start system
provides
instant manifold pressure. Cold start and acceleration to 2,500 rpm within
a second has been demontrated. Start air reservoirs is refilled by a manifold
air driven free piston pump. If necessary this pump can be operated on any
2 bar (28 psi) air supply. A fully automatic prelubrication system is standard.
<LI>Dramatically reduced fire hazard - diesel fuel has a much lower
flammability.
Exhaust manifold temperature is about 720 F lower.
<H1>Our Engines</H1>
<A HREF"zo01.htm">ZO 01A (150 hp)
<A HREF"zo02.htm">ZO 02A (300 hp)
<A HREF"zo03.htm">ZO 03A (70 hp)
<H3><A HREF"press.htm">Press reports</H3>
For more information about our company, please send us an <A
HREF"mailto:101613.444@compuserve.com";>e-mail or visit us : like always we'll
be at <A HREF"http://airspacemag.com/EAA/Oshkosh_Home.html";>Oshkosh '96 =2E
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