I was needing my Raptor fix it’s been sometime since we’ve seen a posting. Thanks Peter for bringing us up to date with what’s going on with the engine swap. I hope this engine is in great shape and doesn’t bring any unforeseen issues that require anymore headaches. Cheers Peter
Pity it took so long for the engine to arrive but you've wasted no time getting it all rebuilt. Looking forward to the first start up. Thanks for the update - I've missed your posts!
Make sure you check the harmonic balancer at the front of the engine. Can cause excessive engine vibrations when they start to wear. Good job, keep it up
Thanks for sharing, Missed you! Glad your back Peter, Best innovative aviation project in a very long while... Hoping all goes well for you moving forward... Cheers
I’ve been worrying about you Peter, but starting to think I should be worrying about myself...Am I addicted to Peter and his videos? Am I experiencing withdrawal? 🤣 I just got my fix and feel much better now...😆
Peter, Since all engines are, in essence, different, do you think you will be going through the injector recalibration, etc or will just swap them out ?
@@RaptorAircraft Every injector has its own unique trim code, but I guess your engine management doesn't have this option. I don't think is so important. I have not done the calibration since I installed new (bigger) injectors in my A4.
It is important to see what happened to the old engine. If it is just the engine itself it is one thing but if it because of modifications you made ....
It threw a wrist pin because it was starved of oil. It had nothing to do with anything other than the fact that I made a mistake of not securing the oil seal in the redrive.
Does anyone know why that twin velocity crashed last week? Seemed like the pilots were skilled and had an extra engine. Also, how do I follow crashes like that? Katherine's report only? Thank you
If you can turn the engine to TDC alignment, might take this opportunity to check timing belt and replace if you see any cracks or wear at all. Cheers.
Well done Peter, I would be interested to know the weight of the engine, redrive an prop, if you have it to hand. Good luck an thanks for all the info. M
The only mod I have made is the routing for the cooling to the turbos. They will be fed with a cooler feed and return to the radiator. This might make an improvement to the overall engine temps. We'll have to see.
@@RaptorAircraft Its great to see all the changes as you grow the project, my guess is your over the worst of it, all downhill from here mate, no pun intended.
glad to see progress. Missing my videos from you!!! withdrawal, ugh!!! glad to see progress. where did you find this engine? how used is it? miles etc, year? glad to see it up and getting set ready to go into the beast. Keep it up!!! thanks for the update too. 10,000 attabits!!!
The engine was purchased via LKQ. It came out of a 2015 Audi Q7 with 45K miles on it. It was a west coast car with 2 owners and was in a front end crash in Idaho.
Couple of questions: 1) Why not a single large diameter turbo? 2) I've watched almost every video since about 2017 and am starting to wonder what really sets the Raptor apart from a Velocity XL-RG? Or, is that the point? A production version of the Velocity that's been redesigned just enough to get around any trademarks.
@@rustyshackleford7022 Why can't a single LARGE diameter turbo running the same boost levels as these two small turbos reach FL250? I'm seriously trying to find information. If you have some about single turbos not capable of producing enough boost to keep an engine alive at FL-250 or above I would love it! I see a lot of TSIO-550-Cs that reach FL-250 like the Mooney Acclaims. But that is a twin turbo. But then we have the Turbo Twin Comanche. Two I0-320 with single turbos on each engine and it can fly at FL-250. Sure there are still two turbos. But it's still one per engine and that engine isn't charged, it's normalized. I have found nothing that says meeting the same compression ratio at altitude nothing says you HAVE to run two turbos instead of a single turbo. Is the reason he's running two is because he doesn't want to redesign the exhaust and turbo design of the stock VWG engine so that the solution is more 'plug and play'?
@@rustyshackleford7022 Most diesel high output engines are single turbo. It sounds like he's sticking to two turbos because that is what the manufacture built, not because he's done the numbers... A single turbo diesel of the same displacement getting the same boost as two turbos still equals the same AFM. But since you only have to cool one set of bearings you have less heat. Therefore he could eliminate the entire secondary cooling system at the nose of the air frame and increase the useful load. Again what the root of my question is this: A Velocity TXL-5 turbo is the same aircraft. But it's lighter than this design, better power to weight ratio, and already proven as a kit plane. If the only reason is to produce a certified aircraft then Peter is going the wrong way about this. So basically, why reinvent the wheel?
If Peter gets his numbers correct it will be a much bigger aircraft (Inside and outside) with 3x the range of a Velocity XL-RG. At probably 1/2 the price. (So no problems with trademarks because it is a completely different aircraft. Except that they are both Canards with retractable landing gear.
@@kendrickmeadows . Comparing the IO 320 and the TSIO550 with the diesel engine in Raptor ? They are ancient petrol cooled oil burners with efficiency levels that have stayed the same since the 1940s. So why would anyone fit a 1946 Buick engine into thier new Audi?
@@kendrickmeadows These are some facts I've experienced... A single engine with a single turbo normally is reduced to about 27~30" of manifold pressure @ FL-24 ~ 25... Depending on the season of year... (Winter more towards 30" Summer towards 27") With a twin engine aircraft this works out OK... A Single engine needs a little more boost help... By serially connected compound turbos the 27~30" is boosted where full power is available @ 36 ~ 38" of manifold pressure. Most single engine fighter planes utilize a 2 speed super charger to facilitate this. It's all about air density, temperature (Normally at or well below -26 C at FL-25) and calibrated airspeed when an airman is operating @ FL-25. A Mooney Bravo's throttle is pushed to the firewall delivering around 27~30" manifold pressure. Fuel flow is a little over 15 GPH (Personally I normally reduce the throttle to 14.85 GPH) and the calibrated TA (True Airspeed) IAS indicated airspeed is just a little less than 100 Kts. With the predominant westerly winds aloft in North America, this, translates to about 200 ~ 208 Kts. GS (Ground Speed) when flying east in the winter. With these settings profile the 95 gallons of 100 LL the Mooney Bravo carries equates to about 6 Hrs. flight time... Most of the time traveling west in North America Sucks as your lucky to get 135~155 Kts. GS at any altitude @ FL-24 ~ 25 in a Mooney Bravo. When flying west on long hauls, keeping the airspeed between the green and white throttled back to 11.5 ~ 12.5 GPH will split the difference but the flight time is just under 10 hours total flight time including reserve with this profile... Peter's solution looks very promising to me with half the fuel flow and the low cost of Diesel Fuel compared to 100 LL fuel. When you work the numbers a Mooney gets about 16 statute miles per gallon where the Raptor should prove to be closer to 30 MPG... I strive for 19 Statute MPG with the Mooney... I like the way the numbers crunch out with the Audi 3L TDI aircraft conversion. Heck, I will be willing to put one of these conversions in a Mooney. Compare US $100,000.00 100 LL engine verses an aircraft conversion US $20,000.00 Diesel engine with better performance! Probably a no brainer to make the swap soon! This should prove very competitive to the major aircraft engine manufactures, that should hopefully drop their outrageous pricing and start producing more efficient power plants.
If the replacement engine had a high-pressure fuel pump on it I would not have changed it. Your old one was already compromised from your issues using the wrong supply system starving it for fuel.
Sorry, but I must correct you. This engine comes by default with a CP4 piston driven pump. Way back when, we changed it for a CP3 rotary pump that is far more capable and reliable. That's why I swapped it out. There is nothing wrong with the one I've been running.
@@RaptorAircraft I cant tell you how much i appreciate your blunt responses.....and how little everyone else does!! Most show up and have no clue the details you have gone thru on this project and the people you have had design things on purpose. But none the less they still think your building this thing on weekends in the back 40 with a grinder, hammer and flat screw driver. I picture you sitting down at the end of the day about the 2nd drink in start replying to the comments you have been getting for 2 years! Cheeers and i get you and your stubborn attitude and i appreciate your directness. Have a great weekend Peter!!!!
@@RaptorAircraft Only my unsolicited opinion Peter, It's a trade off of performance, if you do consider going to a 3 blade prop. You will lose some static thrust however you will also lose allot of drag in the event of a catastrophic engine failure for stopped or wind-milling prop. However you may have need of installing speed brakes. That 5 bladed prop is a natural speed brake... Plus it transmits every push/pull shock pulses to the redrive system. Maybe something to consider when the production prototype is complete... Like everything with engineering... It's a compromise, but I believe you will get a little higher cruise speed in strait and level flight with a 3 blade... Defiantly higher descent cruise speeds using lower manifold pressures saving fuel in a 30 ~ 40 minute 90 ~140 Kts. Calibrated TA (True Airspeed) transitions from FL-24 to 3,500 AGL. Don't SCREW up overall fuel economy. 🤣 Plus consider Ice. Much of the time at FL-24, its below -26 C... 2/5 ths less ice aft CG weight with a 3 bladed prop could save the day! Just an additional thought. I consider you a great engineer and a promising airman. I'm in hopes you will consider this discussion for Raptor. Thanks for sharing your awesome project! I enjoy it very much. Cheers
Bloody great work Peter. I’m basically in awe of your ability to absorb body blows and just keep moving forward. Best of luck. 🇨🇦
I was needing my Raptor fix it’s been sometime since we’ve seen a posting. Thanks Peter for bringing us up to date with what’s going on with the engine swap. I hope this engine is in great shape and doesn’t bring any unforeseen issues that require anymore headaches. Cheers Peter
I was thinking about you over the last few days. happy to see its coming back together.
I keep up with your beautiful airplane. I am hoping your engine adventures come to an end and you can fully enjoy your Raptor.
Best wishes Peter. Hope reduction box, governor, oil cooler and other turbo turn out ok. 🤞
Pity it took so long for the engine to arrive but you've wasted no time getting it all rebuilt.
Looking forward to the first start up.
Thanks for the update - I've missed your posts!
I've been missing videos from the "King of There." There's definitely a there there. Good luck with the installation. Don't let anything leak. :-)
very nice work Peter
Raptor video withdrawal; the struggle is real!
As the British would say: "Brilliant"! :)
Great news, Peter - glad it's finally arrived and you're able to get back to getting flying again.
Make sure you check the harmonic balancer at the front of the engine. Can cause excessive engine vibrations when they start to wear.
Good job, keep it up
Great news, back to work and soon back to the sky, wishing you all the best, and great to ser you again.
You have been very busy...nice job!!!
Welcome back Peter!
Nice to see the progress.
Weather is looking good this weekend
I'll need some time to ground run it first so it wont be flying this weekend.
Good progress Peter! Look forward to seeing the beautiful Raptor fly again.
Awesome your back! :)
Thanks for sharing, Missed you! Glad your back Peter, Best innovative aviation project in a very long while... Hoping all goes well for you moving forward... Cheers
Great work, keep it up!
I’ve been worrying about you Peter, but starting to think I should be worrying about myself...Am I addicted to Peter and his videos? Am I experiencing withdrawal? 🤣
I just got my fix and feel much better now...😆
Good deal glad she’s about ready to hit the air again!
Peter,
Since all engines are, in essence, different, do you think you will be going through the injector recalibration, etc or will just swap them out ?
Shouldn't be any different. I'm using the factory injectors so they have not been swapped.
@@RaptorAircraft Every injector has its own unique trim code, but I guess your engine management doesn't have this option.
I don't think is so important. I have not done the calibration since I installed new (bigger) injectors in my A4.
Welcome back Peter! We missed you.
Peter, since you now start again with an engine used presumably without detailed service history, what would be your next steps to test it?
It is important to see what happened to the old engine. If it is just the engine itself it is one thing but if it because of modifications you made ....
It threw a wrist pin because it was starved of oil. It had nothing to do with anything other than the fact that I made a mistake of not securing the oil seal in the redrive.
@@RaptorAircraft Thank you
Great Peter!!!
Does anyone know why that twin velocity crashed last week? Seemed like the pilots were skilled and had an extra engine. Also, how do I follow crashes like that? Katherine's report only? Thank you
Wish i was there to Help. I can only imagine your thought process.
Maybe the engine should be separated from the redrive and have it's own oil circuit this time
Yes yes yes
If you can turn the engine to TDC alignment, might take this opportunity to check timing belt and replace if you see any cracks or wear at all. Cheers.
also worth replacing
Well done Peter, I would be interested to know the weight of the engine, redrive an prop, if you have it to hand. Good luck an thanks for all the info. M
Peter love the airplane. Have you considered the PBS tp150 241hp turbo fan?
Makes me excited about what overhauls will be like!
good work, keep up the dream!
Peter, where was the actual location of the oil leak? In the engine or the reduction gear system?
All the best from Canada Sir
I wish I lived closer. I would love to volunteer.
Great video, what was the shipping weight of the engine?
Engine looks used. Is it new? If not why not? Good luck.
$$$$$$$ That's why. It's a lot better than some old VWs or Subarus that are around.
You delivered. Thanks.
Did you make any major changes to the cooling system when you had the engine out?
The only mod I have made is the routing for the cooling to the turbos. They will be fed with a cooler feed and return to the radiator. This might make an improvement to the overall engine temps. We'll have to see.
@@RaptorAircraft Its great to see all the changes as you grow the project, my guess is your over the worst of it, all downhill from here mate, no pun intended.
how much does the engine weigh?
Audi Doody. Wont be long now, till it makes Vroom Vroom noises.
If and when possible...are you going to tear down the old engine and have a look?
glad to see progress. Missing my videos from you!!! withdrawal, ugh!!! glad to see progress. where did you find this engine? how used is it? miles etc, year? glad to see it up and getting set ready to go into the beast. Keep it up!!! thanks for the update too. 10,000 attabits!!!
The engine was purchased via LKQ. It came out of a 2015 Audi Q7 with 45K miles on it. It was a west coast car with 2 owners and was in a front end crash in Idaho.
Peter, I have one question for you: How did a computer programmer become a SolidWorks expert , a skillful aircraft designer and now an abled mechanic?
Dope
Couple of questions:
1) Why not a single large diameter turbo?
2) I've watched almost every video since about 2017 and am starting to wonder what really sets the Raptor apart from a Velocity XL-RG?
Or, is that the point? A production version of the Velocity that's been redesigned just enough to get around any trademarks.
@@rustyshackleford7022 Why can't a single LARGE diameter turbo running the same boost levels as these two small turbos reach FL250?
I'm seriously trying to find information. If you have some about single turbos not capable of producing enough boost to keep an engine alive at FL-250 or above I would love it!
I see a lot of TSIO-550-Cs that reach FL-250 like the Mooney Acclaims. But that is a twin turbo.
But then we have the Turbo Twin Comanche. Two I0-320 with single turbos on each engine and it can fly at FL-250. Sure there are still two turbos. But it's still one per engine and that engine isn't charged, it's normalized.
I have found nothing that says meeting the same compression ratio at altitude nothing says you HAVE to run two turbos instead of a single turbo.
Is the reason he's running two is because he doesn't want to redesign the exhaust and turbo design of the stock VWG engine so that the solution is more 'plug and play'?
@@rustyshackleford7022 Most diesel high output engines are single turbo. It sounds like he's sticking to two turbos because that is what the manufacture built, not because he's done the numbers...
A single turbo diesel of the same displacement getting the same boost as two turbos still equals the same AFM. But since you only have to cool one set of bearings you have less heat.
Therefore he could eliminate the entire secondary cooling system at the nose of the air frame and increase the useful load.
Again what the root of my question is this:
A Velocity TXL-5 turbo is the same aircraft. But it's lighter than this design, better power to weight ratio, and already proven as a kit plane. If the only reason is to produce a certified aircraft then Peter is going the wrong way about this.
So basically, why reinvent the wheel?
If Peter gets his numbers correct it will be a much bigger aircraft (Inside and outside) with 3x the range of a Velocity XL-RG. At probably 1/2 the price. (So no problems with trademarks because it is a completely different aircraft. Except that they are both Canards with retractable landing gear.
@@kendrickmeadows . Comparing the IO 320 and the TSIO550 with the diesel engine in Raptor ?
They are ancient petrol cooled oil burners with efficiency levels that have stayed the same since the 1940s. So why would anyone fit a 1946 Buick engine into thier new Audi?
@@kendrickmeadows These are some facts I've experienced... A single engine with a single turbo normally is reduced to about 27~30" of manifold pressure @ FL-24 ~ 25... Depending on the season of year... (Winter more towards 30" Summer towards 27") With a twin engine aircraft this works out OK... A Single engine needs a little more boost help... By serially connected compound turbos the 27~30" is boosted where full power is available @ 36 ~ 38" of manifold pressure. Most single engine fighter planes utilize a 2 speed super charger to facilitate this. It's all about air density, temperature (Normally at or well below -26 C at FL-25) and calibrated airspeed when an airman is operating @ FL-25. A Mooney Bravo's throttle is pushed to the firewall delivering around 27~30" manifold pressure. Fuel flow is a little over 15 GPH (Personally I normally reduce the throttle to 14.85 GPH) and the calibrated TA (True Airspeed) IAS indicated airspeed is just a little less than 100 Kts. With the predominant westerly winds aloft in North America, this, translates to about 200 ~ 208 Kts. GS (Ground Speed) when flying east in the winter. With these settings profile the 95 gallons of 100 LL the Mooney Bravo carries equates to about 6 Hrs. flight time... Most of the time traveling west in North America Sucks as your lucky to get 135~155 Kts. GS at any altitude @ FL-24 ~ 25 in a Mooney Bravo. When flying west on long hauls, keeping the airspeed between the green and white throttled back to 11.5 ~ 12.5 GPH will split the difference but the flight time is just under 10 hours total flight time including reserve with this profile... Peter's solution looks very promising to me with half the fuel flow and the low cost of Diesel Fuel compared to 100 LL fuel. When you work the numbers a Mooney gets about 16 statute miles per gallon where the Raptor should prove to be closer to 30 MPG... I strive for 19 Statute MPG with the Mooney... I like the way the numbers crunch out with the Audi 3L TDI aircraft conversion. Heck, I will be willing to put one of these conversions in a Mooney. Compare US $100,000.00 100 LL engine verses an aircraft conversion US $20,000.00 Diesel engine with better performance! Probably a no brainer to make the swap soon! This should prove very competitive to the major aircraft engine manufactures, that should hopefully drop their outrageous pricing and start producing more efficient power plants.
If the replacement engine had a high-pressure fuel pump on it I would not have changed it. Your old one was already compromised from your issues using the wrong supply system starving it for fuel.
Sorry, but I must correct you. This engine comes by default with a CP4 piston driven pump. Way back when, we changed it for a CP3 rotary pump that is far more capable and reliable. That's why I swapped it out. There is nothing wrong with the one I've been running.
Peter, I would recommend changing the 5 blade prop with a 3 blade prop. You will get more power, and less drag on the engine.
MT recommended this prop. My guess is they probably know better than you do which prop would perform the best.
@@RaptorAircraft I cant tell you how much i appreciate your blunt responses.....and how little everyone else does!! Most show up and have no clue the details you have gone thru on this project and the people you have had design things on purpose. But none the less they still think your building this thing on weekends in the back 40 with a grinder, hammer and flat screw driver.
I picture you sitting down at the end of the day about the 2nd drink in start replying to the comments you have been getting for 2 years!
Cheeers and i get you and your stubborn attitude and i appreciate your directness.
Have a great weekend Peter!!!!
@@RaptorAircraft Only my unsolicited opinion Peter, It's a trade off of performance, if you do consider going to a 3 blade prop. You will lose some static thrust however you will also lose allot of drag in the event of a catastrophic engine failure for stopped or wind-milling prop. However you may have need of installing speed brakes. That 5 bladed prop is a natural speed brake... Plus it transmits every push/pull shock pulses to the redrive system. Maybe something to consider when the production prototype is complete... Like everything with engineering... It's a compromise, but I believe you will get a little higher cruise speed in strait and level flight with a 3 blade... Defiantly higher descent cruise speeds using lower manifold pressures saving fuel in a 30 ~ 40 minute 90 ~140 Kts. Calibrated TA (True Airspeed) transitions from FL-24 to 3,500 AGL. Don't SCREW up overall fuel economy. 🤣 Plus consider Ice. Much of the time at FL-24, its below -26 C... 2/5 ths less ice aft CG weight with a 3 bladed prop could save the day! Just an additional thought. I consider you a great engineer and a promising airman. I'm in hopes you will consider this discussion for Raptor. Thanks for sharing your awesome project! I enjoy it very much. Cheers
Flying again in no time I hope.
If you swap the engines and make no other major changes, won't the same thing happen again after the same number of hours?
It failed because a retaining ring wasn't installed due to the fit being extremely tight. But now it has the ring installed.
It failed because of a mistake he made on reassembly of the redrive, he won't make that mistake again. No issue with the amount of hours.
Seen and heard? It was a seal that blew out whose design for securing has changed, irrevocably.
@@buckmurdock2500 How so ? Share your wisdom with us all.
Why are you working on the floor with your engine? At least get yourself a decent engine stand.
I've eaten my fish and chips off a newspaper that wasn't as clean as that floor.
His engine stand is in the back of my shop...:)
@@leerogers6423...my back was hurting just seeing the engine being worked on the floor. LOL.