4 STROKE 65 HP @ 4200 rpm

Twin Overhead Cam        

TURBO - AIR COOLED

1000 Hours TBO

IDEAL REPLACEMENT FOR ROTAX 582

The NEW AeroTwin 65 HP 4 Stroke engine caused quite a stir at this years airshow at NARROMINE 2008 (the premiere event for Australian Ultralighters). Crowds flocked to see what could well be the future in ultralight engine power.

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.

(We will be conducting flight tests on a Quicksilver Sport 2S fitted with the AeroTwin over April & May, so if you would like to be kept informed send me an email.)

AEROTWIN ENGINE - A BIG HIT AT NARROMINE 2008

AeroTwin

PDF FILES

AEROTWIN UPDATE: 24-6-08

The AeroTwin Engine is now on the Quicksilver Sport 2S and we are currently doing ground and air tests. It certainly is quieter and smoother than the the 582 that it replaced on the Quicksilver, and it hard to get used to that “different sound” after many years of listening to the 2 strokes. The engine runs strong and hard, and with the centrifugal clutch fitted the AeroTwin idles down to about 700 rpm (see video).

Unfortunately the Skydat LCD instrument panel that I was to use as the engine management monitoring for the tests has not been able to do the job, so for the next week I will only be able to do limited tests while I wait for the replacement. The engine is running fine but the only engine instrumentation I have is a tiny-tach and a low oil pressure light. To see the first running of the AeroTwin in Australia check out the video tabs below.

To all of you who have sent me an email I will be keeping you informed. If you would like to be added to the growing list send me an email.

AEROTWIN UPDATE 25-07-08

The EIS instrument panel is on and working. It 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. We have been doing some limited ground testing and the engine is running fine, but I am waiting for an update for the exhaust manifold to handle the EGT probes and a Centrifugal Clutch update which will be here early next week before we can do the air tests, as we need to have full instrumentation for engine monitoring.