Weights and BSFC
Hi Guys,
If you would like some weights for this engine, here are the numbers I measured for a 2013 model I stripped:
Component Weights as measured from a 2013 EE20 diesel
All weights presented in lbs
Total As Delivered 437.6 Included emission system, accessories, turbo, DMF but no starter or ECU
EGR Cooler 5.64
Turbo outlet to intercooler pipe 1.82
Intake manifold with throttle body and EGR 13.2
Throttle body intake pipe 0.78
Alternator belt 0.45
Alternator 13.44
Alternator /aircon bracket 0.35
Pipe A 0.44
Pipe B 0.5
Aircon pipe 0.43
Alternator cable 0.68
Aircon pump 9.76
Pipe C 0.81
Bracket A 0.4
Turbo oil line A 0.4
Left lower engine mount 2.86
Right lower engine mount 3.18
Exhaust/Turbo/DPF 59.8
ECU plug bracket 0.41
ECU harness female plug 1.06
Clutch pressure plate 11.48
Clutch friction disc 3.86
Lower left coolant pipe 0.14
131.89
DMF (without friction disc or pressure plate) 31.04
Flywheel crank bolts 0.46
VF57 RHV4 turbocharger complete with small shields and actuator 19.94
vacuum pump 1.84
Turbo water inlet line 0.27
Starter motor 10.36
Total Stripped Weight 274.67 Engine and fuel system but without emissions, intake manifold, DMF, turbo, ECU, alternator, electrical etc.
The marcotte direct drive weighed 30lbs
I see the key to making this a success being the use of much lighter flywheel and ditching the heavy DMF and using a wood core composite prop such as an MT that can handle the impulse loads. This is what is done on the SMA diesel. The Continental 2.0 diesel needs the DMF as it is still running through a gearbox. It would also be beneficial (and in my eyes possible) to trim the weight of the direct drive mount. The marcotte unit is designed for applications of over 800hp, so it's a bit of overkill in this situation. I think there is also room for improvement weight wise by reviewing the way the timing chain cover and accessory belt is set up. The current configuration seems beastly heavy for our application.
As far as BSFC, I used numbers from VW 2.0L diesel, which should be very representative of the Subaru. The BSFC chart may be found below. Regarding power available, you can attain 135hp at a reasonable takeoff RPM (2750) with the stock boost configuration. Cruise at 99hp or 66% power resulted in a calculated 5.68gph consumption and 150kt cruise speed for an RV-7 (assuming cooling drag is the same for an air cooled engine). If I remember correctly (I can't find this in my notes) this 66% power setting was the equivalent of the Outback Diesel car running at 90-100mph.
Further development on this unit at my end is on hold until I have this RV-7 complete (it will have an IO360MIB for now). Tail and wings finished, and about to flip the canoe.
I hope this helps.
Tom.