4 STROKE 65 HP @ 4200 rpm
Twin Overhead Cam
TURBO - AIR COOLED
1000 Hours TBO
IDEAL REPLACEMENT FOR ROTAX 582
4 STROKE 65 HP @ 4200 rpm
Twin Overhead Cam
TURBO - AIR COOLED
1000 Hours TBO
IDEAL REPLACEMENT FOR ROTAX 582
Unique Features of the AeroTwin™ Engine include (both Turbo and Natural Aspirated):
• Internal air cooling/oil scavenging system
• Reversible cylinder head (swap sides for inlet & exhaust)
• Hollowed head studs serve as oil passageways to cam boxes
• Can run both vertical and horizontal
• Engine Management System
• Engine is held together by 6 studs that pass through crankcase
and also hold down head
• All sealing surfaces use O-rings
• Internal starter drive uses ring gear as part of crankshaft counterweight
• Hollow cam shafts reduce weight
• Combustion chamber is ceramic coated
• Crankshaft secondary balance is improved by use of light alloys
• Bore/stroke relationship is structured to reduce secondary imbalance without the need for balancing shafts
• Output drive is available from both ends of engine
More than a great product, the AeroTwin™ Engine is backed by an experienced Engine Technical Support Team that is ready to assist with any product support needs or application questions you may have.
General Specifications for Turbo Charged Engine:
• 65 HP @ 4200 RPM
• Weight: 45 Kgs
• Dimensions (Height): 17.5"
• Two Cylinders, In Line
• Dry Sump (Runs in Vertical and Horizontal position)
• Air Cooled 972cc 4 Stroke
• Firing Angle 360°
• Bore: 101.6
• Stroke: 60mm
• Compression Ratio: 8.0:1
• Manifold Pressure: 8 psi
• Two Spark plugs per Cylinder
• Two Valves per Cylinder
• Belt Driven Twin Camshafts
• Electronic Fuel Injection and Ignition
• Fuel Octane Requirement: 91UL - Avgas
• Oil Tank Weight: 3.6 Kgs
• Gear Reduction Box w/ Centrifugal Clutch: 12 Kgs (see detail below)
• Propeller Flange: standard output flange has 75mm and 100mm bolt-circle pattern
General Specifications for Naturally Aspirated Engine:
• 50 HP @ 4900 RPM
• Weight: 40 Kgs
• Dimensions (Height): 17.5"
• Two Cylinders, In Line
• Dry Sump (Runs in Vertical and Horizontal position)
• Air Cooled 972cc 4 Stroke
• Firing Angle 360°
• Bore: 101.6
• Stroke: 60mm
• Compression Ratio: 8.0:1
• Two Spark plugs per Cylinder
• Two Valves per Cylinder
• Belt Driven Twin Camshafts
• Electronic Fuel Injection and Ignition
• Fuel Octane Requirement: 91UL- Avgas
• Oil Tank Weight: 3.6Kgs
• Gear Reduction Box w/ Centrifugal Clutch: 12 Kgs (see detail below)
• Propeller Flange: standard output flange has 75mm and 100mm bolt-circle pattern for mounting, an aircraft standard SAE No.2 propeller flange is also available as an option
Detail Specifications (both Turbo and Natural Aspirated):
• Intake Valve dia ... 46mm / Exhaust ... 40mm
• Intake Port dia ... 38mm / Exhaust ... 34mm
• Intake Cam lift centre ... 102°
• Exhaust Cam lift centre ... 112°
• Total lift Inclusive ... 10mm
• Included Angle ... 32°
Feature Note: The cylinder head is designed to allow it to be rotated 180° so that intake and exhaust positions can be changed.
• Piston Type ... Shallow Slipper
• Piston Pin dia ... 22mm
• Connecting Rod Centres ... 120mm
• Connecting Rod Material ... Aluminum
• Connecting Rod Crankpin dia ... 50.8mm
• Crankshaft Main Bearing dia ... 58.42mm
• Crankshaft Number of Bearings ... 3
• Gear Reduction Box Ratios:
--22x47 = 2.136
------ 23x46 = 2.000
------ 24x45 = 1.875
------ Prop speed of 2000rpm
------ 2.136 = 4272rpm
------ 2.000 = 4000rpm
------ 1.875 = 3750rpm
------ Prop speed of 2200rpm
------ 2.136 = 4699rpm
------ 2.000 = 4400rpm
------ 1.875 = 4125rpm
------ Prop speed of 2500rpm
------ 2.136 = 5340rpm
------ 2.000 = 5000rpm
------ 1.875 = 4687rpm
Feature Note: The gear centres remain the same for all ratios, so it's just a gear pair to change from one ratio to another. All of the bearings have slip fit mounting clearances, as does the drive shaft, so the system requires no pressing or heating to change a gear pair. The casing is sealed with one perimeter O-ring, so there are no gasketing issues to contend with.
The EIS instrument panel I have been using provides RPM, Oil Pressure and Temperature, EGT, CHT, hour meter and more, in a lighter package than analogue. You just need to add your analogue ASI and Altimeter.
Below are the shots of the Aerotwin during assembly, and on the dyno in New Zealand ready to go through it’s paces.
Below are some shots of the high drive developed for the Aerotwin, which will be suitable for some applications like powered parachutes.
AEROTWIN 65HP 4 STROKE FUEL INJECTED TURBO, WITH GEARBOX, CENTRIFUGAL CLUTCH, TURBO, INTERCOOLER and OIL TANK.
The AEROTWIN has been delivered to Peter Spitts in Brisbane to be installed into the RANS S-12.
We will keep you posted on the progress.
We are currently working on the engine production work-lines in NZ, so we should have some engines available soon.
Watch this space.
If you have any questions, call or email me.
For those of you who are looking for a Rotax 503 replacement, we are currently working on a 2 cylinder 4 stroke, fuel injected, horizontally opposed, air cooled boxer engine with 1000 hours TBO. We have already had a 60-70 hp version flying in an aircraft in New Zealand for 150 hours without any major issues. (see attached pics of the early engine).The plan is to do a scaled down shorter stroke version of this engine and lighter casings to get it down around the weight of the 503 and will be between 50-60hp. We are expecting to have a working prototype to go on my GT400 soon. A lot of the bits for this engine will be interchangeable with the Aerotwin 65HP model below.
The custom oil tank and fuel pump has been delivered and installed, and almost ready to get in the air. Electronics are also being installed. Peter has been delayed by other distractions, but now back on the project.
This is the latest installation of the AEROTWIN into an MW65 in New Zealand. So far it has done around 20 hours trouble free. Will keep you posted.
The RANS Airallie S-12 Project
AEROTWIN UPDATE (July 2013)
I spent the previous weekend with Peter Spitts at his little airport (out the back of Brisbane somewhere) with the almost installed Aerotwin engine.
After putting the wings back on and making a few minor adjustments and checks, and then dragging the Rans out into the open it was time to “kick it over”. It turned over OK but no ignition, so after a further check of the wiring we found a multi pin plug that had a pin that had not engaged, so on the second try it kicked over. Sounds so different to the usual sound of the Rotax. All looking and sounding good, so now it is up to Pete to do the final tying down of the wiring, getting the airframe back to a flying condition and he will be in the air.
I am waiting for a video done on the day, which I will post on the website when I get it. Click on link below for a short video from my iPhone. Hopefully we can also add a clip of the Rans flying sometime over the next few weekends.
Well done Pete, on a great job of marrying the Aerotwin to the RANS.
We look forward to seeing the first test flight soon.
AEROTWIN UPDATE (May 2014)
We will have a wet sump version of the Aerotwin going into a Quicksilver Sport 2S for a flyer in North Queensland, He will be building the aircraft next month when he gets back from his overseas trip.
We are doing the final wind tunnel and flow testing this week for the fuel, oil and air, so look forward to some good results. Will keep you posted.
I found this pick of an early Aerotwin that was mounted on a powered parachute in the USA
AEROTWIN 65hp 4 Stroke Engine
Update June 2103
The Aviator HFA is getting a bit closer, the final bits that we need to complete the engine are getting closer to the end of the cue at the engineers and should be on the engine with the next week. It is very frustrating getting anything done in Christchurch, so we just have to be patient.
Check out the RA-Aus Magazine article. (click above)
The AEROTWIN Engine is a 65HP 4 STROKE FUEL INJECTED TURBO, WITH GEARBOX, CENTRIFUGAL CLUTCH and INTERCOOLER, and is currently being developed in New Zealand as a suitable replacement for the Rotax 582, in wet and dry sump versions. We currently have development engines going into some aircraft at the moment for testing.