Tach - This should be a hall effect or magnetic pickup type. There is no magneto impulse to pick up, and no mechanical drive.
Manifold Pressure - Turbocharger maximum pressure should be no more than 80" Hg above ambient, approximately 110" Hg total.
Turbine Inlet (EGT) - Standard EGT thermocouple probe. This is not mandatory since inlet temperature never exceeds turbo limits. There is no mixture to adjust so EGT is not needed for that purpose. Expected peak is 1150 deg F
Coolant Temperature - Equivalent to CHT in usefulness. Similar probe. Normal 220 deg F. Minimum 150 deg F. for take-off. Maximum 230 deg F.
Coolant Pressure - Use gauge capable of 25 psig maximum. Not mandatory: May give early indication of coolant leak.
Oil Pressure - Standard. Normal cruise 40-50 psig. Minimum 10 psig at idle (500 RPM). Maximum at take-off 100 psig.
Oil Temperature - Standard. Normal 180-200 deg F. Minimum (cruise) 140 deg F. Maximum 215 deg F. (Out of cooler to the engine)
Cylinder Head Temp (CHT) - Normally not monitored. Range is 270-300 degrees F. Peak allowed ~350 deg F.
Fuel Pressure - Normal pressure between 40 and 80 psig
We recommend a boost pump for starting and backup.
Velocity Installation Work-Arounds - If you are considering using the V-4 diesel engine in your Velocity project, the following things should not be done until final engine selection.
Do not install the oil cooler in the nose. For the diesel, this would be mounted along with the radiator on the belly
scoop that will be part of the firewall forward package. If you have already done the installation, that is O.K. You can use it for cabin heat using the engine coolant.
Do not install the engine cowling to wing flanges or the "armpit" air scoops. These will both be replaced with
molded parts that will re-configure the cowling for the diesel engine.
A frequently-asked question is system voltage. The starter is configurable as either 14 or 28 volts, as is the alternator. (Note that the alternator is now part of the engine package, not an option.) Before a customer's engine is manufactured, they will be asked to specify the desired system voltage. We thought 14 volt systems would be an option, but as of 6/14/2005 have not found a solution. Please see the 14 vs. 28 volt question on the Q&A pages under "Starting/Air Supply" and our answer. Both voltages can coexist with the addition of a converter or relay.
The fuel caps supplied have a 2" opening. You will probably want to replace them with larger ones since jet nozzles
are larger than avgas nozzles. A minimum 3" opening is required. Alternatively, you can use a funnel.
Suggested Fuel Caps:
Earl's, Part # 180195
(317) 241-0318 discontiued
Aircraft Spruce #416-51AB
Delaying these tasks until your final engine decision will save you the time and trouble of doing things over. This should help you prioritize your construction plan. Good luck with
Notes to all builders.
We recommend that main fuel tanks have flow through air venting as a safety measure with Jet A or diesel fuel use.
In the Velocity it's a simple retrofit by adding a T to an existing vent line. Other aircraft types might require more advance planning with the kit manufacturer.
A report from a Van's RV-8 builder notes that the high air holes between the fuel tank baffles are small and may
limit the rate of fuel fill, especially with the high flow rate of Jet A fuel nozzles.