D Motor


LF26 4 cylinder 2700 cc liquid cooled engine

  • COMPACT
    By using the flathead engine instead of a overhead engine, we make the engine smaller despite the big cubic capacity.
  • SIMPLE
    With the flathead engine, we could make it much simpler and do not have the complexity of the rockers. One of our customers wrote on a blog after exploring the inside of the engine “This engine will go a long way. After fiddling in it’s belly, I have even more faith in the mechanics of the engine. It is so simple, there is not much that can go wrong.”
  • LIGHT
    The extra weight of the cooling liquid is compensated by the the flathead design, as we do not have the overhead parts with cooling ribs. The liquid cooling makes it possible to practise “touch and go’s” or hoovering for the helicopters without any danger for thermal shocks or hotspots. It further improves fuel efficiency and lowers emissions.
  • STRONG
    We choose for big cubic capacity (resulting in a high torque, and direct driven, because we feel more comfortable with a big engine running lower RPM instead of a smaller engine running high RPM. We took one of the good points of high RPM engines by choosing for “nikasil” treatment for the cylinders. This expensive treatment is mostly used for high performance motorbike engines or race engines running up to 12.000 RPM. At a red line of 3000 RPM this treatment is an extra guarantee for a long life.
  • SAFETY
    When a valve of an overhead engine is not closing, the engine stops and expensive repair is the result. When a valve of a sidevalve engine is not closing, you continue flying with less power and there won’t be expensive repair cost. So you have a safe flight

Dimensions

Specifications

Type: D- motor LF26
Class: Microlight aircrafts
Engine: Four cylinders, four stroke, liquid cooled
Displacement: 2690 cc
Stroke: 80 mm
Compression ratio: 8/1
Max power: 91.8 hp (67.5KW) at 3000 RPM
Max continuous power: 88.8 hp (65.3KW) at 2800 RPM
Used fuel: 91, 93, 95. 98 octane or avgas
Fuel consumption: see fuel consumption table
Maximum torque: 220 Nm at 2500 RPM
Intake: Multipoint sequential fuel injection
Alternator: 25 Amp integrated
Electric starter: 1.1 KW integrated
Ignition: Double
Installed dry weight (liquids 5kg): 58 kg (battery and liquids not included)

Included accessories

Standard delivery includes:

• The engine with integrated alternator, water pump, oil pump and electric starter.
• Rubber mounts (dimensions same as Jabiru and UL power)
• Fuel pump, fuel filter and injectors
• 2 ignition coils, spark plugs and ignition leads double ECU and loom
• 2 water temperature sensors (1 for ECU and one for instruments)
• Oil pressure and oil temperature sensor
• Oil radiator, oil filter, oil tank with breather system and hose + connectors
• Exhaust kit adaptable to your aircraft is included with lambda probe.
• The liquid cooling system (radiator, hoses and expansion tank) are not included.

The different aircraft / helicopters equipped, required different cooling configurations. It is too difficult to anticipate a solution for every installation. Attempting to provide a universal solution would be both inefficient and overly expensive.

The weight of the engine completely installed with liquids is 63 to 67 kg depending on installation. This weight does not include the engine mount or propeller.

The actual TBO time is 1500 hours.

Options:
Plywood crate (FAO-IPPC-ISPM15), packaging and handling
Extra fuel pump
Redundant injection system
Warranty: 2 year

Power and Torque

Fuel Consumption LF26


On a lot of forums, people are discussing fuel consumption or questioning why we are not providing this information. The fuel consumption as measured on our dyno is about 16 liters at 2800 RPM. It is difficult to have a fix number but we have tried to be as correct as possible. The fuel consumption will of course vary from one model to another but this will give you an indication.

LF39, 6 cylinder 3900 cc liquid cooled engine

The 6 cylinder serial production started June 2015. Tests on the dyno started in July 2013. First installation was done on a German helicopter from EDM Aerotec in June 2014 (CoAX-2D). In the meantime 30 engines were delivered to helicopter companies. Middle of 2014 the 6 cylinder was also installed on a plane. Because this engine is very similar to the 4 cylinder with a lot of common parts that have already proven to be reliable, we launched this engine in the middle of 2015. The power is 125 with a maximum torque 283 Nm.

  • COMPACT
    By using the flathead engine instead of a overhead engine, we make the engine smaller despite the big cubic capacity.
  • SIMPLE
    With the flathead engine, we could make it much simpler and do not have the complexity of the rockers. One of our customers wrote on a blog after exploring the inside of the engine “This engine will go a long way. After fiddling in it’s belly, I have even more faith in the mechanics of the engine. It is so simple, there is not much that can go wrong.”
  • LIGHT
    The extra weight of the cooling liquid is compensated by the the flathead design, as we do not have the overhead parts with cooling ribs. The liquid cooling makes it possible to practise “touch and go’s” or hoovering for the helicopters without any danger for thermal shocks or hotspots. It further improves fuel efficiency and lowers emissions.
  • STRONG
    We choose for big cubic capacity (resulting in a high torque, and direct driven, because we feel more comfortable with a big engine running lower RPM instead of a smaller engine running high RPM. We took one of the good points of high RPM engines by choosing for “nikasil” treatment for the cylinders. This expensive treatment is mostly used for high performance motorbike engines or race engines running up to 12.000 RPM. At a red line of 3000 RPM this treatment is an extra guarantee for a long life.
  • SAFETY
    When a valve of an overhead engine is not closing, the engine stops and expensive repair is the result. When a valve of a sidevalve engine is not closing, you continue flying with less power and there won’t be expensive repair cost. So you have a safe flight

Dimensions

Specifications

Type: D- motor LF39
Class: Microlight aircrafts
Engine: 6 cylinders, four stroke, liquid cooled
Displacement: 3993 cc
Stroke: 79 mm
Compression ratio: 8/1
Max power: 125 Hp at 3000 RPM
Max continuous power: 112Hp hp at 2800 RPM
Used fuel: 91, 93, 95 oct. 98 oct. or avgas
Fuel consumption: 19 liter at 75% performance
Maximum torque: 285 Nm at 2500 RPM
Intake: Multipoint sequential fuel injection
Alternator: 25 Amp integrated
Electric starter: 1.1 KW integrated
Ignition: Double
Installed dry weight (liquids 7kg): 78 kg

Included accessories

Standard delivery includes:

• The engine with integrated alternator, water pump, oil pump and electric starter.
• Rubber mounts (dimensions same as Jabiru and UL power)
• Fuel pump, fuel filter and injectors
• 2 ignition coils, spark plugs and ignition leads double ECU and loom
• 3 water temperature sensors (2 for ECU and one for instruments)
• Oil pressure and oil temperature sensor
• Oil radiator, oil filter, oil tank with breather system and hose + connectors
• Exhaust pipes included and lambda probe
• The liquid cooling system (radiator, hoses and expansion tank) are not included.

The different aircraft and helicopters, equipped, required different cooling configurations. It is too difficult to anticipate a solution for every installation. Attempting to provide a universal solution would be both inefficient and overly expensive.

The weight of the engine completely installed with liquids is 85 and 88 kg depending on installation. This weight does not include the engine mount or propeller.

The actual TBO time is 1500 hours.

Options:
Plywood crate (FAO-IPPC-ISPM15), packaging and handling

Warranty: 2 year

Power and Torque


Images of the LF39

D-Motor Engine Info

The best configuration for your airplane!

At D – Motor we design, develop, produce, assemble and test all our products in our Belgium factory. (Super Flow test system)
Our basic configurations (LF26 and LF39) are delivered with addons. Choose the right addons, and we deliver your engine at your doorstep!

  • Backplate configuration
  • ECU software version
  • Governor function
  • Exhaust configuration
  • Throttle assembly
  • Oil sump tank
  • Flange lenght
  • Cabling

We make Creative Aviation Solutions

Our engines are made for the light weight aviation market. We are proud to deliver engines that consume approx. 18 litres of fuel, weigh approx 70 Kgs, and deliver from 90 to 125 HP !

All our engines are injection engines, controlled by our redundant FADEC units.

What about my cowling dimensions LF26 (4 cylinder)?

Our engines are light, compact and flexible in connecting to your airplane or helicopter.




What about my cowling dimensions LF39 (6 cylinder)?

Our engines are light, compact and flexible in connecting to your airplane or helicopter.


What Propellor Flange should i buy ?

The Propellor Flange is a important part of your engine! It delivers the induced Horse Power to the propellor. We make the flanges in aluminium, light weight engine = light weight parts!

We have several lenghts, depending on the space you have between the propellor and the engine. Be sure to give us the correct lenght when ordering a LF26 or LF39 engine!

We provide the following lenghts:
L079 = 79 mm
L089 = 89 mm
L099 = 99 mm
L109 = 109 mm
L119 = 119 mm

What Backplate should i order @ D-Motor?

The backplate connects our engine to the airplane, helicopter or drone you power with our engine(s). The backplane hold the engine, by means of silent bocks and rubbers, and houses the starter. A backplate for a starter on TOP, at the rear, … is different.

Send us your type of aircraft, drone, fixed wing or helicopter when ordering one of our engines !

We have several Backplates – be sure to indicate the one you need !

Backplate LF26 for starter on TOP (260 mm X 250 mm)

Backplate LF26 for starter at Rear of engine (260 mm X 250 mm)

Backplate for LF39 Starter on TOP (275 mm X 250 mm)

What Oil tank (sump) do i need ?

Beware! In the UK no physical level indicator is allowed. We have two types, with and without level indicator. Send us the correct info before we ship your engine!

Oil pressure sensor >> ECU (FADEC)

What ECU (Computer Unit) should i order ?

Our ECU (Engine Computer Units) are redundant. Three computers decide, based upon the sensor readings and the pilot handlings, how our engines should perform and react !

The basic input sensors are :

– Hook sensor

– Lambda sensor

– water temperature sensor

– oil temperatore sensor

– rpm input

At D-Motor, we have integrated all three computer nits in one box.

4 connection outlets are provided to the host and the sensors, one RS422/CAN BUS connection is available at a Sub DB9 connector on our ECU.

Our software will decide on the fact if it is operating a LF26 or LF39 engine how to react, so you do not have to worry about which ECU to choose.

The mapping tables are loaded in our factory, based on the type of aircraft you use.

Follow our communication for important software updates of your ECU !

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