For those who are interested, Socata has added a line of production diesel aircraft to its site (not yet available for purchase or delivery, as far as I can tell). The engine was developed by Morane Renault. It has 3000 hr TBO, RPM of 2000, and runs on Jet-A. Here is the URL:
I have been awaiting the availability of a diesel in a Cirrus SR2x for my probably once in a lifetime aircraft purchase… I don’t know how far along TCM is in their diesel program, but I hope Cirrus is not married to TCM for all their future engine choices, but would instead evaluate available engines on their merits.
Best of the holidays, and health in the new year to all.
The engines are already available in France. They make 3 versions, and fully electronic controls.
The following article is from April in '97, from R&D magazine in France.
"On the strength of know-how acquired in Formula One, Renault Sport has developed the MR, a light aircraft engine, in the space just one year. It will be produced by a jointly-owned Renault Sport and Aerospatiale subsidiary. Far removed from Formula One V10 engines, the aircraft engine developed by Renault Sport was designed to meet the stringent specification of Socata, the Airospatiale subsidiary that manufactures the Tampico and Epsilon light propeller-driven aircraft. The product is aimed at breaking the market stranglehold of US aircraft engine manufacturers, whose engines run on costly and poorly distributed aviation fuel. The MR is fuelled by kerosene, which costs three times less and can be supplied via direct injection, a guarantee of engine efficiency. The price of a flying hour has nosedived All MR components are entirely new. The 5 litre flat four-cylinder air cooled engine is turbo-charged and will come in 180, 250 and 300 bhp versions. It delivers 70% of its power at 25,000 feet, as compared to 40% for its normally aspirated competitors. Since it runs slowly, it is eight times quieter than they are, generating 10 dB less, and will meet projected anti-noise regulation standards in various European countries, including France, Germany and Austria. The MR is controlled with “fly-by-wire” electronics of the same type as the F1 accelerator. A single lever controls the propeller operation, load and pitch. It is so reliable that overhauls can be spaced at 3,000 flying-hours instead of 2,000 hour intervals. This is a major purchase argument, as engines must currently be sent to the United States for maintenance at a cost of about FRF 100,000. An engine is the most expensive component in the cost of a light aircraft. Thanks to the various MR innovations, the price of a flying hour should come down by at least 50%. This factor may help turn around the light aircraft market, currently in severe recession. The engine will be produced at Viry-Chbtillon, outside Paris, by the Sociiti de Motorisation Aironautique, a 50-50 subsidiary of Renault Sport and Airospatiale. The first aircraft to be fitted with the 250 bhp version of the MR will roll out from Socata in late 1998, with the 180 bhp and 300 bhp versions awaited in 1999. Their benefits should make them strong contenders on a market which every year accounts for about 500 engines in this category. "
Maybe this will be a viable option on the SR2x.