IO-550 | |
---|---|
Continental TSIO-550-C engine installation in a Cessna 400 | |
Type | |
National origin | United States |
Manufacturer | Teledyne Continental Motors |
First run | 1983 |
Major applications | Velocity XL Cirrus SR22 Cessna TTx Mooney M20 Bellanca Viking Beechcraft Baron Beechcraft Bonanza |
Produced | 1983-present |
Developed from | Continental O-520 |
The Continental IO-550 engine is a large family of fuel injected six-cylinder, horizontally opposed, air-cooled aircraft engines that were developed for use in light aircraft by Teledyne Continental Motors. The first IO-550 was delivered in 1983 and the type remains in production.[1][2]
The IOF-550 is an Aerosance FADEC equipped version of the same basic engine, the TSIO-550 is a dual turbocharged version and the TSIOL-550 is a liquid-cooled variant.[1][2][3]
There is no O-550 engine, which would be a carburetor-equipped variant, hence the base model is the IO-550.[1][2]
This engine family competes with the Lycoming IO-580 series which are also six-cylinder engines with similar power output and weight.[4]
- 2Variants
- 4Specifications (IO-550-A)
Design and development[edit]
The IO-550 family of engines was developed from the IO-520 series, with the stroke increased from 4.00 to 4.25 inches, increasing the displacement to 552 in³ (9.05 l). The engine family covers a power range from 280 hp (209 kW) to 360 hp (268 kW).[1][2]
The engines were first developed in the early 1980s and first certified on a regulatory basis of FAR 33, 1 February 1965 amendment, 33-8, 2 May 1977. The first IO-550 model was certified on 13 October 1983.[1][2]
Variants[edit]
- IO-550-A
- 300 hp (224 kW) at 2700 rpm, dry weight 430.72 lb (195.37 kg). Certified 13 October 1983.[1]
- IO-550-B
- 300 hp (224 kW) at 2700 rpm, dry weight 421.61 lb (191.24 kg). Certified 13 October 1983.[1]
- IO-550-C
- 300 hp (224 kW) at 2700 rpm, dry weight 433.20 lb (196.50 kg). Certified 13 October 1983.[1]
- IO-550-D
- 300 hp (224 kW) at 2700 rpm, dry weight 437.1 lb (198.3 kg). Certified 23 June 1988.[1]
- IO-550-E
- 300 hp (224 kW) at 2700 rpm, dry weight 450.50 lb (204.34 kg). Certified 20 December 1989.[1]
- IO-550-F
- 300 hp (224 kW) at 2700 rpm, dry weight 437.1 lb (198.3 kg). Similar to the IO-550-A,B & C, with a top-mounted induction system and 12-quart oil sump. Certified 23 June 1988.[1]
- IO-550-G
- 280 hp (209 kW) at 2500 rpm, dry weight 428.97 lb (194.58 kg). Certified 17 March 1989.[1]
- IO-550-L
- 300 hp (224 kW) at 2700 rpm, dry weight 438.5 lb (198.9 kg). Certified 23 June 1988.[1]
- IO-550-N
- 310 hp (231 kW) at 2700 rpm, dry weight 429.97 lb (195.03 kg). Similar to the IO-550-G with increased power rating. Certified 16 August 1996.[1]
- IO-550-P
- 310 hp (231 kW) at 2700 rpm, dry weight 429 lb (195 kg). Similar to the IO-550-N with oil sump from the IO-550-L. Certified 1 March 2000.[1]
- IO-550-R
- 310 hp (231 kW) at 2700 rpm, dry weight 439.5 lb (199.4 kg). Similar to the IO-550-N but with the oil sump, oil suction tube and mount legs from the IO-550-B. Certified 1 March 2000.[1]
FADEC models[edit]
- IOF-550-B
- 300 hp (224 kW) at 2700 rpm, dry weight 447.1 lb (202.8 kg). Similar to the IO-550-B with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-C
- 300 hp (224 kW) at 2700 rpm, dry weight 453.2 lb (205.6 kg). Similar to the IO-550-C with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-D
- 300 hp (224 kW) at 2700 rpm, dry weight 455.0 lb (206.4 kg). Similar to the IO-550-D with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-E
- 300 hp (224 kW) at 2700 rpm, dry weight 462.8 lb (209.9 kg). Similar to the IO-550-E with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-F
- 300 hp (224 kW) at 2700 rpm, dry weight 460.1 lb (208.7 kg). Similar to the IO-550-F with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-L
- 300 hp (224 kW) at 2700 rpm, dry weight 455.0 lb (206.4 kg). Similar to the IO-550-L with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-N
- 310 hp (231 kW) at 2700 rpm, dry weight 460.0 lb (208.7 kg). Similar to the IO-550-N with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-P
- 310 hp (231 kW) at 2700 rpm, dry weight 460.0 lb (208.7 kg). Similar to the IO-550-P with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-R
- 310 hp (231 kW) at 2700 rpm, dry weight 470.5 lb (213.4 kg). Similar to the IO-550-R with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
Turbocharged models[edit]
- TSIO-550-A
- 360 hp (268 kW) at 2600 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each.[2]
- TSIO-550-B
- 350 hp (261 kW) at 2700 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-A except with a 12 quart sump, sonic venturii removed and the two stage fuel pump replaced by a single stage fuel pump.[2]
- TSIO-550-C
- 310 hp (231 kW) at 2600 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each.[2]
- TSIO-550-E
- 350 hp (261 kW) at 2700 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to TSIO-550-C with the oil sump and maximum continuous power rating of the TSIO-550-B.[2]
- TSIO-550-G
- 310 hp (231 kW) at 2700 rpm, dry weight 554 lb (251 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-E with smaller surface area intercoolers, different oil sump capacity and power rating.[2]
- TSIO-550-K
- 315 hp (235 kW) at 2500 rpm, dry weight 522 lb (237 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-E with new oil sump and capacity, decreased maximum continuous power, increased turbo boost pressure, decreased engine speed rating and tapered cylinder barrel fins.[2]
Turbocharged & FADEC models[edit]
TSIOF-550-D
- TSIOF-550-D
- 350 hp (261 kW) at 2600 rpm, dry weight 558 lb (253 kg) plus two turbochargers of 35.2 lb (16.0 kg) each. Similar to the TSIOF-550-J except the exhaust system and low voltage harness.[2]
- TSIOF-550-J
- 350 hp (261 kW) at 2600 rpm, dry weight 558 lb (253 kg) plus two turbochargers of 35.2 lb (16.0 kg) each. Similar to the TSIO-550-E except for FADEC fuel injection and ignition control, turbochargers, tapered cylinder barrel fins, oil sump and capacity, maximum continuous speed and manifold pressure rating.[2]
- TSIOF-550-K
- 315 hp (235 kW) at 2500 rpm, dry weight 537.3 lb (243.7 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-K but with FADEC fuel injection and ignition control.[2]
Liquid-cooled models[edit]
- TSIOL-550-A
- 350 hp (261 kW) at 2700 rpm, dry weight 402 lb (182 kg). Similar to the TSIO-520-NB but with a new cylinder design that uses liquid cooling. The coolant manifold is on top of the cylinder head, with a coolant pump fitted to the starter adapter, driven by the starter adapter shaft and the oil cooler is mounted on the airframe, not the engine. The engine has an AiResearch TA81 turbocharger.[3]
- TSIOL-550-B
- 325 hp (242 kW) at 2700 rpm, dry weight 557 lb (253 kg). Similar to the TSIO-520-UB but with a new cylinder design that uses liquid cooling. The coolant manifold is on top of the cylinder head, with a coolant pump fitted to the starter adapter, driven by the propeller shaft using sheaves, the oil cooler is mounted on the airframe, not the engine. A coolant tank and coolant lines are added to the installation. The engine has an AiResearch TS06 turbocharger.[3]
- TSIOL-550-C
- 350 hp (261 kW) at 2600 rpm, dry weight 546 lb (248 kg). Similar to the TSIOL-550-A but with the exhaust system and turbocharger bracket from the TSIOL-550-B. The engine is modified to accept the AiResearch TA81 turbocharger. Neither oil nor coolant radiators are provided with the engine.[3]
Geared models[edit]
- GIO-550-A
- A special non-certified geared engine developed for the RU-38 Twin Condor covert reconnaissance aircraft, incorporating 3:2 gear reduction to 2267 rpm.[5][6][7]
Applications[edit]
Lancair IV-P equipped with a TSIO-550
- IO-550
- Cessna 182 (STC SA09133SC, modification)[8]
- Cessna 206 (modification)[citation needed]
- Cessna 210 (modification)[9]
- TSIO-550
- TSIOF-550
- TSIOL-550
- GIO-550
Specifications (IO-550-A)[edit]
Data fromType Certificate Data Sheet E3SO.[1]
General characteristics
- Type: 6-cylinder air-cooled horizontally opposed aircraft piston engine
- Bore: 5.25 in (133.4 mm)
- Stroke: 4.25 in (108.0 mm)
- Displacement: 552 in³ (9.05 L)
- Dry weight: 430.72 lb dry (195.37 kg)
Components
- Fuel system: TCM fuel injection
- Fuel type: 100LL avgas
- Cooling system: Air-cooled
Performance
- Power output: 300 hp (224 kW) at 2,700 rpm
- Specific power: 0.54 hp/in³ (24.6 kW/L)
- Compression ratio: 8.5:1
- Power-to-weight ratio: 0.70 hp/lb (1.15 kW/kg)
See also[edit]
Comparable engines
Related lists
References[edit]
- ^ abcdefghijklmnopqrstuvwxyzFederal Aviation Administration (March 2007). 'TYPE CERTIFICATE DATA SHEET NO. E3SO Revision 10'. Retrieved 2008-12-28.
- ^ abcdefghijklmnFederal Aviation Administration (March 2010). 'TYPE CERTIFICATE DATA SHEET NO. E5SO Revision 6'(PDF). Retrieved 21 June 2010.
- ^ abcdFederal Aviation Administration (August 1997). 'TYPE CERTIFICATE DATA SHEET NO. E4SO Revision 1'. Retrieved 2008-12-28.
- ^Federal Aviation Administration (August 2007). 'TYPE CERTIFICATE DATA SHEET NO. E00004NY, Revision 1'. Retrieved 2009-01-03.
- ^Stoll, Alex (September 2001). 'Schweizer RU-38A Twin Condor'. Retrieved 2008-06-04.
- ^TELEDYNE CONTINENTAL (October 2005). 'MANDATORY SERVICE BULLETIN MSB94-4G'(PDF). Retrieved 2009-07-14.
- ^Parsch, Andreas (February 2008). 'Designations Of U.S. Military Aero Engines'. Retrieved 2009-07-14.
- ^Federal Aviation Administration (4 November 1999). 'Supplemental Type Certificate, STC Number: SA09133SC'. Retrieved 9 September 2014.
- ^Cessna 210 Centurion, Disciples of Flight, 2/21/15, Aircraft Engine Upgrade section.
External links[edit]
Wikimedia Commons has media related to Continental IO-550. |
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Continental_IO-550&oldid=896029158'
Chrysler Crossfire | |
---|---|
Overview | |
Manufacturer | Karmann |
Production | February 2003 – December 2007 |
Model years | 2004–2008 |
Assembly | Osnabrück, Germany |
Designer | Eric Stoddard, Andrew Dyson |
Body and chassis | |
Class | Sports car |
Body style | |
Layout | FR layout |
Platform |
|
Related | Mercedes-Benz SLK-Class (R170) |
Powertrain | |
Engine |
|
Transmission |
|
Dimensions | |
Wheelbase | 94.5 in (2,400 mm) |
Length | 159.8 in (4,059 mm) |
Width | 69.5 in (1,765 mm) |
Height |
|
Chronology | |
Predecessor | Chrysler Prowler Chrysler TC by Maserati |
Successor | Dodge Challenger |
The Chrysler Crossfire is a rear-wheel drive, two-seat sports car that was sold by Chrysler and built by Karmann of Germany for the 2004 to 2008 model years.
Developed during the union of Daimler and Chrysler, the two-seater is based on the Mercedes-Benz R170 platform which shares 80% of its components with the first generation SLK. The second generation SLK was built on a new R171 platform starting in the 2005 model year; the R170 platform was essentially handed down to Chrysler for use in building the Crossfire. Having initially arrived in 2001 as a concept car styled by Eric Stoddard,[3] the Chrysler was further refined by Andrew Dyson[4] before production began in 2003 for 2004 model year sales.
- 5Models
Design[edit]
The name 'Crossfire' refers to the two character lines that run from front to rear along the body sides — their crease directions cross below the mirrors on the door panels.[5] Conceived during the period of Chrysler's ownership by Daimler-Benz, the name also refers to the collaboration of the two companies.
The 'crossfire' character lines of the bodyside change direction of their creases on the door
The Chrysler Crossfire concept car was introduced at the 2001 North American International Auto Show and the production version unveiled at the 2002 Los Angeles Auto Show as a 2004 model 'is as faithful a translation from concept to production as any in recent memory.'[6][7] The concept car was made 'to evoke a strong, passionate, emotional response. We had to retain that. We want to polarize our audience—we want people to love it or hate it.'[6] Conceived to be a two-seat image building or halo car for the Chrysler brand, the marketing objective was also to make use of available components using a two-seat roadster chassis. The production car shares about 39% of its parts with Mercedes-Benz vehicles and Chrysler dealers were required to invest in special equipment, tools, and parts to be able to sell the new luxury model.[8] The rear-wheel-drive Crossfire coupe design objective was to make an 'impression' with looks that are 'unique, almost sculptural.'[9]
The Crossfire's visual presence includes a wide body raked over relatively huge 19-inch rear wheels and 18-inch front wheels.[10] The most distinctive design element is the fastback roof and broad rear fenders made for a rear end design that prompted automotive journalists and writers to compare the new car to American Motors' 1965–1967 AMC Marlin.[11] The 'distinctive boat-tail rear end that reminds more than one observer of the old Rambler Marlin.'[12] For example, Rob Rothwell wrote '.. when I first espied the rear lines of the Chrysler Crossfire I was instantly transported back to 1965 and my favorite car of that year, the Rambler Marlin.'[13]Motor Trend also compared the 'provocative boattail theme' of the 2004 Crossfire's sheetmetal to that of the AMC Marlin fastback.[14] Likewise, the new Chrysler's boat-tail is 'formed as the edges of the roof converge into a kind of teardrop shape, leaving the rear fenders to flare out over the rear wheels.'[10]
Construction and features[edit]
Roadster with the top down
Chrysler executed the interior and exterior styling. All other elements of the car such as wheelbase, track, engine, transmission, chassis structure, suspension components, are shared with the R170 platform.[15] An example of this is the engine bay of the Crossfire, which is virtually identical to the Mercedes-Benz SLK320 on the R170 platform. The seats from the Mercedes-Benz SLK320 would bolt directly into the Crossfire chassis. The dashboard layout, controls and instruments are also similar to those on the Mercedes-Benz SLK320.
The standard transmission is a 6-speed manual with an optional 5-speed automatic. Base (Standard) and Limited models, originally sold beginning in the 2004 model year, are equipped with a Mercedes-Benz M112 3.2 L, 18-valve, SOHCV6 engine which produced 215 hp (160 kW) and 229 pound force-feet (310 N⋅m) of torque. SRT-6 models were equipped with a supercharged version of the M112 engine built by Mercedes' performance branch, AMG. SRT-6 models came only with the 5-speed automatic transmission, consistent with AMG cars of the same era. The 6-speed transmission used by the Chrysler Crossfire is a variant of the Mercedes sourced NSG-370. The 5-speed automatic transmission in the Crossfire (known as 5G-Tronic) is also Mercedes sourced and a variant of the 722.6 family. The automatic achieves a better EPA fuel efficiency rating over the 6MT, mostly due to the difference in gear ratios.
Unlike most cars of its time, the Crossfire does not use a rack and pinion steering system; instead, it utilizes a recirculating ball system as employed on the donor R170 platform.[15] Front suspension is unequal length (SLA) double wishbone suspension with 5 point multi link in the rear.[16] Just like the concept car, all Crossfire models were built with two different wheel sizes measuring 18x7.5-inch on the front and 19x9-inch on the rear.[17] Standard all-season tires were 225/40R18 on the front and 255/35R19 on the rear.
The first production Crossfire was driven off the assembly line on 3 February 2003, by Chrysler Group's COO Wolfgang Bernhard in Germany.[18]
Chrysler Crossfire 2005 SRT-6 with Mercedes-AMG Engine
Equipment[edit]
The Chrysler Crossfire's standard features included large alloy wheels with performance-rated tires, a Becker (part of Harman/Kardon)–sourced AM/FM stereo with anti-theft system and a single-disc CD player, keyless entry with security alarm, a power-retractable rear wing spoiler, leather-trimmed seating surfaces, dual power front sports bucket seats, full instrumentation, a 3.2L V6 engine with manual transmission, rear-wheel-drive (RWD), a leather-wrapped and stitched steering wheel, a power-retractable cloth convertible roof (for convertible models), front floor mats, and air conditioning.
Optional features on the Chrysler Crossfire included an automatic transmission, a six-speaker premium Infinity sound system with two 'subwoofers' mounted directly behind each seat, a CD-based GPS navigational system, exterior paint colors, and additional interior color choices.
Sales and production numbers[edit]
The original contract with Karmann to build the Crossfire was for about five years with an annual sales target of 20,000 units in the United States.[19] Sales of the Crossfire were slow, with an average 230-day supply of the vehicles during November 2005. A small number of Crossfires were imported to the United States and Mexico for 2006 (and almost all of these were roadsters).[20]
Chrysler discontinued the Crossfire after the 2008 model year, as part of its restructuring plans.[21] The last Crossfire rolled off of the assembly line on December 17, 2007.
Model Type | Model Year 2004 | 2005 | 2006 | 2007 | 2008 | Grand Total |
---|---|---|---|---|---|---|
Crossfire Coupe | 0 | 1807 | 770 | 434 | 0 | 3011 |
Crossfire Limited Coupe | 22801 | 9027 | 2155 | 1063 | 826 | 35872 |
Crossfire Limited Coupe (RHD) | 2322 | 983 | 591 | 128 | 0 | 4024 |
Crossfire Limited Roadster (both LHD and RHD) | 0 | 18501 | 4281 | 1905 | 960 | 25647 |
Crossfire Roadster | 0 | 1806 | 780 | 803 | 0 | 3389 |
Crossfire SRT-6 Coupe | 0 | 2419 | 47 | 0 | 0 | 2466 |
Crossfire SRT-6 Coupe (RHD) | 0 | 26 | 79 | 0 | 0 | 105 |
Crossfire SRT-6 Roadster | 0 | 1252 | 69 | 0 | 0 | 1321 |
Crossfire SRT-6 Roadster (RHD) | 0 | 78 | 101 | 0 | 0 | 179 |
Grand Total | 25123 | 35899 | 8873 | 4333 | 1786 | 76014 |
- Notes:
- LHD = Left hand drive (or steering wheel on the left side)
- RHD = Right hand drive (or steering wheel on the right side)
- Crossfire Coupe and Crossfire Roadster refer to the 'Base' model
Year[23][24] | 2003 | 2004 | 2005 | 2006 | 2007 |
---|---|---|---|---|---|
Production | 35,700 | 28,000 | 12,500 | 4,805 | 2,000 |
- Note: Cars produced in one calendar year may be marketed as the following model year.
Models[edit]
Model | Years | Engine | Displacement | Power | Torque | Handling | 0-60 mph (97 km/h) | Top Speed |
---|---|---|---|---|---|---|---|---|
Limited | 2004–2008 | 3.2 V6 | 195.2 cu in (3199 cc)[1] | 215 hp (160 kW; 218 PS)[1] | 229 lb⋅ft (310 N⋅m)[1] | Skid pad 1.0g 70 – 0 mph in 161 ft.[25] At the present, more than 8888 free full games PC are loaded on the website and it has still been in process of building, finishing the contents, so I hope that most of free full games PC could be updated as soon as possible. It created with the purpose is to share free full games PC for all of you. To a new website, it does not have much your attention, but I wish you could give me a favour in advertising, introducing it to people by sharing its link for your friends, family members who own games PC through out Facebook, twitter and other websites. Axis and allies pc download. If the website becomes a well – known one, this will a motivation push me to continue updating more free games, sharing to people. I am so happy when you connect to my website. | 6.4 sec (6-speed manual)[26] | 155 mph (electronically limited) |
Base (Standard) | 2005–2008 | |||||||
SRT-6 | 2005–2006 | 3.2 SuperchargedV6 | 330 hp (246 kW; 335 PS)[2] | 310 lb⋅ft (420 N⋅m) | Skid pad 1.0g 70 – 0 mph in 157 ft.[25] | 4.8 sec (5-speed automatic)[27] | 155 mph (electronically limited) |
Base and Limited[edit]
For the first model year (2004), only the coupe was offered (with no trim levels), equipped quite similarly to the next year's Limited model. In model year 2005, there were two models available; Coupe and Roadster, each with three trim levels: Base (with fewer amenities), Limited, and SRT-6 (supercharged). There was an SE Roadster model (essentially a base model) in 2006-2007 available only in Blaze Red Crystal Pearl and with black accented 15-spoke SRT-6 style wheels. Base Crossfire models, both Coupe and Roadster, have black painted windshield frames, black filler plugs (in place of fog-lights) in the front fascia, and fabric seats with separate, movable headrests. Limited and SRT-6 models, both Coupe and Roadster, all have silver painted windshield frames and are equipped with fog lights. The Limited has leather upholstery. The SRT-6 model has unique Leather/Alcantara upholstery.
SRT-6[edit]
2005 Crossfire SRT-6 Coupe in Aero Blue
The SRT-6 trim level, as both coupe and convertible, featured an AMG supercharged engine delivering 330 hp (246 kW) and 310 lb⋅ft (420 N⋅m) of torque.[2] Other SRT-6 model-specific features included suspension and brake modifications, a front fascia air dam and a fixed rear spoiler. The Crossfire SRT-6 model used the same drivetrain, suspension, and braking components as those used on the Mercedes-Benz SLK 32 AMG. The standard tires were upgraded to Z-rated Michelin Pilot Sports, sized 225/40R18 on the front and 255/35R19s in back.[28]
In 2006, the SRT-6 was changed to special order only.
Notes[edit]
- ^ abcd'2008 Crossfire Feature Availability and Specifications'(PDF). Chrysler media. Archived from the original(PDF) on February 13, 2012. Retrieved January 13, 2018.
- ^ abc'2006 Chrysler Crossfire Specifications'(PDF). Chrysler media. pp. 10–13. Archived from the original(PDF) on September 5, 2012. Retrieved January 13, 2018.
- ^Patton, Phil (May 27, 2007). 'From a Bad Marriage, Pretty Babies'. The New York Times. Retrieved April 2, 2013.
- ^Joe, Lorio (April 2009). 'Chrysler Crossfire – Road Test & Review'. Automobile. Retrieved March 15, 2013.
- ^Odell, John (May 28, 2003). 'Chrysler Crossfire: Los Angeles Times's view'. The Los Angeles Times. cars.com. Retrieved November 24, 2017.
- ^ abWyss, Wallace A. (April 2003). 'Chrysler Crossfire - Car News'. Car and Driver. Retrieved November 24, 2017.
- ^'Preview: '04 Chrysler Crossfire'. The Car Connection. January 7, 2002. Retrieved November 24, 2017.
- ^Connelly, Mary (June 2, 2003). 'Crossfire purely an 'image car''. Automotive News. Retrieved November 25, 2017.
- ^Williams, Paul (August 10, 2011). 'Car Review: 2004 Chrysler Crossfire Limited'. Driving. Retrieved November 24, 2017.
- ^ abNeil, Dan (October 1, 2003). 'Caught up in the Crossfire'. The Los Angeles Times. Retrieved November 24, 2017.
- ^Cranswick, Marc (2011). The Cars of American Motors: An Illustrated History. McFarland. p. 74. ISBN978-0-7864-4672-8. Retrieved November 24, 2017.
- ^Lienert, Paul (March 26, 2003). 'Crossfire's looks sizzle, performance sputters'. The Detroit News.
- ^Rothwell, Rob (May 2, 2004). '2004 Chrysler Crossfire Coupe Road Test'. auto 123. Retrieved November 24, 2017.
- ^Sessions, Ron (May 2003). 'First Drive: 2004 Chrysler Crossfire'. Motor Trend. Retrieved November 24, 2017.
- ^ abEdmonson, Gail; Kerwin, Kathleen (September 29, 2003). 'DaimlerChrysler: Stalled'. BusinessWeek. Retrieved April 2, 2013.
- ^Lorio, Joe (April 2009). 'Chrysler Crossfire – Road Test & Review'. Automobile. Retrieved March 15, 2013.
- ^Stewart, Ben (June 2003). 'Automotive: Reports From Around The World'. Popular Mechanics. 180 (6): 50. Retrieved January 13, 2018.
- ^'hrysler Group COO Wolfgang Bernhard drives first, all-new 2004 Chrysler Crossfire off the production line' (Press release). business.highbeam.com. February 3, 2003. Archived from the original on January 7, 2016. Retrieved April 3, 2013.
- ^'USA: Chrysler's Crossfire 'halo' car has doubtful future'. just-auto. September 30, 2005. Retrieved November 24, 2017.
- ^'Overstock.com Announces New Marketing Partnership With Chrysler Group' (Press release). Overstock.com. Archived from the original on February 10, 2009. Retrieved April 2, 2013.
- ^Durbin, Dee-Ann (November 1, 2007). 'Chrysler to cut up to 12,000 jobs'. Associated Press. Archived from the original on November 3, 2007. Retrieved April 2, 2013.
- ^'Officially recognized production numbers by CICCI'. November 23, 2013.
- ^Waterman, Stuart (March 14, 2006). 'Chrysler caught in own Crossfire?'. Autoblog.com. Retrieved April 2, 2013.
- ^Figures for 2006/2007: Automobil Revue, catalogue edition 2008, p. 47.
- ^ ab'2004 Chrysler Crossfire (from DaimlerChrysler Press Release)'. Serious Wheels. Retrieved April 2, 2013.
- ^DeLorenzo, Matt (October 2009). '2004 Chrysler Crossfire – Road Test — Where style is substance'. Road & Track. Archived from the original on August 31, 2012. Retrieved January 13, 2018.
- ^Robinson, Aaron (March 2005). '2005 Chrysler Crossfire SRT-6 – Comparison Tests'. Car & Driver. Archived from the original on June 9, 2011. Retrieved April 2, 2013.
- ^New Cars and Trucks Buyer's Guide. Edmunds. 2006. p. 217. Retrieved January 13, 2018.
References[edit]
- Holmes, Mark (2007). Ultimate Convertibles: Roofless Beauty. London: Kandour. pp. 62–63. ISBN978-1-905741-62-5.
- Robinson, Aaron (August 2004). 'Chrysler Crossfire SRT-6 – Road Test'. Car & Driver. Retrieved April 2, 2013.
- '2004 Chrysler Crossfire'. Automobile. Archived from the original on February 6, 2012. Retrieved April 2, 2013.
- '2005 Chrysler Crossfire Roadster'. Business Week. December 27, 2005. Archived from the original on June 26, 2012. Retrieved 2 April 2013.
- '2004 Crossfire SRT-6 Packs Punch'. Motor Trend: 30. May 2004.
External links[edit]
Wikimedia Commons has media related to Chrysler Crossfire. |
- 'Crossfire SRT-6 Heritage'. Official SRT web site. Retrieved April 2, 2013.
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Subcompact | Sunbeam | Ypsilon | ||||||||||||||||||||||||||||||||||||||||||||||||
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Horizon | ||||||||||||||||||||||||||||||||||||||||||||||||||
Compact | Valiant Volare | |||||||||||||||||||||||||||||||||||||||||||||||||
Avenger | LeBaron | PT Cruiser | Delta | |||||||||||||||||||||||||||||||||||||||||||||||
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Mid-size | 150 / Alpine | LeBaron / Phantom (2-dr) | Sebring (2-dr) | Sebring (2-dr) | ||||||||||||||||||||||||||||||||||||||||||||||
Centura | LeBaron conv. | Sebring conv. | Sebring conv. | Sebring conv. | 200 conv. | |||||||||||||||||||||||||||||||||||||||||||||
160 / 180 | E-Class | LeBaron GTS | LeBaron (4-dr) | Cirrus | Sebring (4-dr) | Sebring (4-dr) | 200 (4-dr) | 200 (4-dr) | ||||||||||||||||||||||||||||||||||||||||||
2-Litre | Fifth Avenue | Spirit | Stratus | Stratus | ||||||||||||||||||||||||||||||||||||||||||||||
LeBaron | New Yorker | Saratoga / Spirit | ||||||||||||||||||||||||||||||||||||||||||||||||
Hunter | GTS / Lancer | |||||||||||||||||||||||||||||||||||||||||||||||||
Sigma | Dynasty | |||||||||||||||||||||||||||||||||||||||||||||||||
Full-size | Newport | Newport | New Yorker | Concorde | Concorde | 300 | 300 | |||||||||||||||||||||||||||||||||||||||||||
New Yorker | New Yorker | New Yorker | Fifth Avenue | New Yorker | 300M | |||||||||||||||||||||||||||||||||||||||||||||
Town & Country | Imperial | LHS | LHS | |||||||||||||||||||||||||||||||||||||||||||||||
300 | Regal | Regal | Intrepid | Intrepid | ||||||||||||||||||||||||||||||||||||||||||||||
VIP | Chrysler | Chrysler | Chrysler | Vision | ||||||||||||||||||||||||||||||||||||||||||||||
Valiant | Valiant | Valiant | Valiant | Valiant | Valiant | |||||||||||||||||||||||||||||||||||||||||||||
383 | ||||||||||||||||||||||||||||||||||||||||||||||||||
Sports | Laser | Conquest | Prowler | Crossfire | ||||||||||||||||||||||||||||||||||||||||||||||
Daytona | Viper | |||||||||||||||||||||||||||||||||||||||||||||||||
Muscle car | Valiant Charger | Charger | ||||||||||||||||||||||||||||||||||||||||||||||||
Crossover | Pacifica | |||||||||||||||||||||||||||||||||||||||||||||||||
SUV | Aspen | |||||||||||||||||||||||||||||||||||||||||||||||||
Minivan | TEVan | |||||||||||||||||||||||||||||||||||||||||||||||||
Voyager | Voyager | Voyager | Voyager | Grand Voyager | Grand Voyager | |||||||||||||||||||||||||||||||||||||||||||||
Town & Country | Town & Country | Town & Country | Town & Country | Town & Country | Pacifica | |||||||||||||||||||||||||||||||||||||||||||||
Limousine | Executive | |||||||||||||||||||||||||||||||||||||||||||||||||
Personal luxury | Cordoba | |||||||||||||||||||||||||||||||||||||||||||||||||
Hurst 300 | 300 | Imperial | ||||||||||||||||||||||||||||||||||||||||||||||||
Coupe utility | Drifter | |||||||||||||||||||||||||||||||||||||||||||||||||
GT | TC | |||||||||||||||||||||||||||||||||||||||||||||||||
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Vehicles are available as Chrysler only outside US, as Dodge or Plymouth inside US. |
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SRT-4 | Dodge SRT-4 | Dodge Caliber SRT-4 | ||||||||||||||||||||||||||||||||
SRT-6 | Chrysler Crossfire SRT-6 | |||||||||||||||||||||||||||||||||
SRT-8 | Chrysler 300C SRT-8 | Chrysler 300C 392 SRT-8 | ||||||||||||||||||||||||||||||||
Jeep Grand Cherokee SRT-8 | Jeep Grand Cherokee 392 SRT-8 | |||||||||||||||||||||||||||||||||
Dodge Magnum SRT-8 | ||||||||||||||||||||||||||||||||||
Dodge Charger SRT-8 | Dodge Charger 392 SRT-8 | |||||||||||||||||||||||||||||||||
Dodge Challenger SRT-8 | Dodge Challenger 392 SRT-8 | |||||||||||||||||||||||||||||||||
SRT-10 | Dodge Ram SRT-10 | |||||||||||||||||||||||||||||||||
Dodge Viper 8.3 SRT-10 | Dodge Viper 8.4 SRT-10 | Viper | ||||||||||||||||||||||||||||||||
The only SRT-branded vehicle. |
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Diagram of cross-flow filtration
In chemical engineering, biochemical engineering and protein purification, crossflow filtration[1] (also known as tangential flow filtration[2]) is a type of filtration (a particular unit operation). Crossflow filtration is different from dead-end filtration in which the feed is passed through a membrane or bed, the solids being trapped in the filter and the filtrate being released at the other end. Cross-flow filtration gets its name because the majority of the feed flow travels tangentially across the surface of the filter, rather than into the filter.[1] The principal advantage of this is that the filter cake (which can blind the filter) is substantially washed away during the filtration process, increasing the length of time that a filter unit can be operational. It can be a continuous process, unlike batch-wise dead-end filtration.
Diagram of cross-flow filtration
This type of filtration is typically selected for feeds containing a high proportion of small particle size solids (where the permeate is of most value) because solid material can quickly block (blind) the filter surface with dead-end filtration. Industrial examples of this include the extraction of soluble antibiotics from fermentation liquors.
The main driving force of cross-flow filtration process is transmembrane pressure. Transmembrane pressure is a measure of pressure difference between two sides of the membrane. During the process, the transmembrane pressure might decrease due to an increase of permeate viscosity, therefore filtration efficiency decreases and can be time consuming for large scale processes. This can be prevented by diluting permeate or increasing flow rate of the system.
- 4Techniques to improve performance
Operation[edit]
Ceramic membrane for industrial cross-flow filtration
In crossflow filtration, the feed is passed across the filter membrane (tangentially) at positive pressure relative to the permeate side. A proportion of the material which is smaller than the membrane pore size passes through the membrane as permeate or filtrate; everything else is retained on the feed side of the membrane as retentate.
With crossflow filtration the tangential motion of the bulk of the fluid across the membrane causes trapped particles on the filter surface to be rubbed off. This means that a crossflow filter can operate continuously at relatively high solids loads without blinding.
Benefits over conventional filtration[edit]
- A higher overall liquid removal rate is achieved by the prevention of filter cake formation
- Process feed remains in the form of a mobile slurry, suitable for further processing
- Solids content of the product slurry may be varied over a wide range
- It is possible to fractionate particles by size[3]
Industrial applications[edit]
Filtration unit for industrial cross-flow filtration
Cross flow membrane filtration technology has been used widely in industry around the globe. Filtration membranes can be polymeric or ceramic, depending upon the application. The principles of cross-flow filtration are used in reverse osmosis, nanofiltration, ultrafiltration and microfiltration. When purifying water, it can be very cost effective in comparison to the traditional evaporation methods.
In protein purification, the term tangential flow filtration (TFF) is used to describe cross-flow filtration with membranes. The process can be used at different stages during purification, depending on the type of membrane selected.[2]
In the photograph of an industrial filtration unit (right), it is possible to see that the recycle pipework is considerably larger than either the feed pipework (vertical pipe on the right hand side) or the permeate pipework (small manifolds near to the rows of white clamps). These pipe sizes are directly related to the proportion of liquid flows through the unit. A dedicated pump is used to recycle the feed several times around the unit before the solids-rich retentate is transferred to the next part of the process.
Techniques to improve performance[edit]
Backwashing[edit]
In backwashing, the transmembrane pressure is periodically inverted by the use of a secondary pump, so that permeate flows back into the feed, lifting the fouling layer from the surface of the membrane. Backwashing is not applicable to spirally wound membranes and is not a general practice in most applications. (See CIP)[4]
Alternating tangential flow (ATF)[edit]
A diaphragm pump is used to produce an alternating tangential flow, helping to dislodge retained particles and prevent membrane fouling. Repligen is the largest producer of ATF systems.
Clean-in-place (CIP)[edit]
Clean-in-place systems are typically used to remove fouling from membranes after extensive use. The CIP process may use detergents, reactive agents such as sodium hypochlorite and acids and alkalis such as citric acid and sodium hydroxide. Sodium hypochlorite (bleach) must be removed from the feed in some membrane plants. Bleach oxidizes thin-film membranes. Oxidation will degrade the membranes to a point where they will no longer perform at rated rejection levels and have to be replaced. Bleach can be added to a NaOH sodium hydroxide CIP during an initial system start-up before spirally-wound membranes are loaded into the plant to help disinfect the system. Bleach is also used to CIP perforated stainless steel (Graver) membranes, as their tolerance for sodium hypochlorite is much higher than a spirally-wound membrane. Caustics and acids are most often used as primary CIP chemicals. Caustic removes organic fouling and acid removes minerals. Enzyme solutions are also used in some systems for helping remove organic fouling material from the membrane plant. The pH and temperature are important to a CIP program. If pH and temperature are too high the membrane will degrade and flux performance will suffer. If pH and temperature are too low, the system simply will not be cleaned properly. Every application has different CIP requirements. e.g. a dairy RO reverse osmosis plant most likely will require a more rigorous CIP program than a water purification RO plant. Each membrane manufacturer has their own guidelines for CIP procedures for their product.
Concentration[edit]
The volume of the fluid is reduced by allowing permeate flow to occur. Solvent, solutes, and particles smaller than the membrane pore size pass through the membrane, while particles larger than the pore size are retained, and thereby concentrated. In bioprocessing applications, concentration may be followed by diafiltration.
Diafiltration[edit]
In order to effectively remove permeate components from the slurry, fresh solvent may be added to the feed to replace the permeate volume, at the same rate as the permeate flow rate, such that the volume in the system remains constant. This is analogous to the washing of filter cake to remove soluble components.[4] Dilution and re-concentration is sometimes also referred to as 'diafiltration'.
Process flow disruption (PFD)[edit]
A technically simpler approach than backwashing is to set the transmembrane pressure to zero by temporarily closing off the permeate outlet, which increases the attrition of the fouling layer without the need for a second pump. PFD is not as effective as backwashing in removing fouling, but can be advantageous.
Flow rate calculation[edit]
How to layer sounds in fl studio 12. The flux or flow rate in cross-flow filtration systems is given by the equation:[4]
in which:
- : liquid flux
- : transmembrane pressure (should also include effects of osmotic pressure for reverse osmosis membranes)
- : Resistance of the membrane (related to overall porosity)
- : Resistance of the cake (variable; related to membrane fouling)
- : liquid viscosity
Note: and include the inverse of the membrane surface area in their derivation; thus, flux increases with increasing membrane area.
See also[edit]
References[edit]
- ^ abKoros WJ, Ma YH, Shimidzu T (June 1996). 'Terminology for membranes and membrane processes (IUPAC)'(PDF). Pure Appl. Chem. 86 (7): 1479–1489. doi:10.1351/pac199668071479.
- ^ abMillipore Technical Library: Protein Concentration and Diafiltration by Tangential Flow Filtration
- ^Bertera R, Steven H, Metcalfe M (June 1984). 'Development Studies of crossflow filtration'. The Chemical Engineer. 401: 10.
- ^ abcJF Richardson; JM Coulson; JH Harker; JR Backhurst (2002). Coulson and Richardson's chemical engineering (Volume 2) (5th ed.). Butterworth-Heinemann. ISBN0-7506-4445-1.
External links[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Cross-flow_filtration&oldid=885686911'
IO-550 | |
---|---|
Continental TSIO-550-C engine installation in a Cessna 400 | |
Type | |
National origin | United States |
Manufacturer | Teledyne Continental Motors |
First run | 1983 |
Major applications | Velocity XL Cirrus SR22 Cessna TTx Mooney M20 Bellanca Viking Beechcraft Baron Beechcraft Bonanza |
Produced | 1983-present |
Developed from | Continental O-520 |
The Continental IO-550 engine is a large family of fuel injected six-cylinder, horizontally opposed, air-cooled aircraft engines that were developed for use in light aircraft by Teledyne Continental Motors. The first IO-550 was delivered in 1983 and the type remains in production.[1][2]
The IOF-550 is an Aerosance FADEC equipped version of the same basic engine, the TSIO-550 is a dual turbocharged version and the TSIOL-550 is a liquid-cooled variant.[1][2][3]
There is no O-550 engine, which would be a carburetor-equipped variant, hence the base model is the IO-550.[1][2]
This engine family competes with the Lycoming IO-580 series which are also six-cylinder engines with similar power output and weight.[4]
- 2Variants
- 4Specifications (IO-550-A)
Design and development[edit]
The IO-550 family of engines was developed from the IO-520 series, with the stroke increased from 4.00 to 4.25 inches, increasing the displacement to 552 in³ (9.05 l). The engine family covers a power range from 280 hp (209 kW) to 360 hp (268 kW).[1][2]
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The engines were first developed in the early 1980s and first certified on a regulatory basis of FAR 33, 1 February 1965 amendment, 33-8, 2 May 1977. The first IO-550 model was certified on 13 October 1983.[1][2]
Variants[edit]
- IO-550-A
- 300 hp (224 kW) at 2700 rpm, dry weight 430.72 lb (195.37 kg). Certified 13 October 1983.[1]
- IO-550-B
- 300 hp (224 kW) at 2700 rpm, dry weight 421.61 lb (191.24 kg). Certified 13 October 1983.[1]
- IO-550-C
- 300 hp (224 kW) at 2700 rpm, dry weight 433.20 lb (196.50 kg). Certified 13 October 1983.[1]
- IO-550-D
- 300 hp (224 kW) at 2700 rpm, dry weight 437.1 lb (198.3 kg). Certified 23 June 1988.[1]
- IO-550-E
- 300 hp (224 kW) at 2700 rpm, dry weight 450.50 lb (204.34 kg). Certified 20 December 1989.[1]
- IO-550-F
- 300 hp (224 kW) at 2700 rpm, dry weight 437.1 lb (198.3 kg). Similar to the IO-550-A,B & C, with a top-mounted induction system and 12-quart oil sump. Certified 23 June 1988.[1]
- IO-550-G
- 280 hp (209 kW) at 2500 rpm, dry weight 428.97 lb (194.58 kg). Certified 17 March 1989.[1]
- IO-550-L
- 300 hp (224 kW) at 2700 rpm, dry weight 438.5 lb (198.9 kg). Certified 23 June 1988.[1]
- IO-550-N
- 310 hp (231 kW) at 2700 rpm, dry weight 429.97 lb (195.03 kg). Similar to the IO-550-G with increased power rating. Certified 16 August 1996.[1]
- IO-550-P
- 310 hp (231 kW) at 2700 rpm, dry weight 429 lb (195 kg). Similar to the IO-550-N with oil sump from the IO-550-L. Certified 1 March 2000.[1]
- IO-550-R
- 310 hp (231 kW) at 2700 rpm, dry weight 439.5 lb (199.4 kg). Similar to the IO-550-N but with the oil sump, oil suction tube and mount legs from the IO-550-B. Certified 1 March 2000.[1]
FADEC models[edit]
- IOF-550-B
- 300 hp (224 kW) at 2700 rpm, dry weight 447.1 lb (202.8 kg). Similar to the IO-550-B with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-C
- 300 hp (224 kW) at 2700 rpm, dry weight 453.2 lb (205.6 kg). Similar to the IO-550-C with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-D
- 300 hp (224 kW) at 2700 rpm, dry weight 455.0 lb (206.4 kg). Similar to the IO-550-D with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-E
- 300 hp (224 kW) at 2700 rpm, dry weight 462.8 lb (209.9 kg). Similar to the IO-550-E with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-F
- 300 hp (224 kW) at 2700 rpm, dry weight 460.1 lb (208.7 kg). Similar to the IO-550-F with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-L
- 300 hp (224 kW) at 2700 rpm, dry weight 455.0 lb (206.4 kg). Similar to the IO-550-L with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-N
- 310 hp (231 kW) at 2700 rpm, dry weight 460.0 lb (208.7 kg). Similar to the IO-550-N with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-P
- 310 hp (231 kW) at 2700 rpm, dry weight 460.0 lb (208.7 kg). Similar to the IO-550-P with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
- IOF-550-R
- 310 hp (231 kW) at 2700 rpm, dry weight 470.5 lb (213.4 kg). Similar to the IO-550-R with an Aerosance FADEC fuel and ignition control system. Certified 4 February 2002.[1]
Turbocharged models[edit]
- TSIO-550-A
- 360 hp (268 kW) at 2600 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each.[2]
- TSIO-550-B
- 350 hp (261 kW) at 2700 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-A except with a 12 quart sump, sonic venturii removed and the two stage fuel pump replaced by a single stage fuel pump.[2]
- TSIO-550-C
- 310 hp (231 kW) at 2600 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each.[2]
- TSIO-550-E
- 350 hp (261 kW) at 2700 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to TSIO-550-C with the oil sump and maximum continuous power rating of the TSIO-550-B.[2]
- TSIO-550-G
- 310 hp (231 kW) at 2700 rpm, dry weight 554 lb (251 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-E with smaller surface area intercoolers, different oil sump capacity and power rating.[2]
- TSIO-550-K
- 315 hp (235 kW) at 2500 rpm, dry weight 522 lb (237 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-E with new oil sump and capacity, decreased maximum continuous power, increased turbo boost pressure, decreased engine speed rating and tapered cylinder barrel fins.[2]
Turbocharged & FADEC models[edit]
TSIOF-550-D
- TSIOF-550-D
- 350 hp (261 kW) at 2600 rpm, dry weight 558 lb (253 kg) plus two turbochargers of 35.2 lb (16.0 kg) each. Similar to the TSIOF-550-J except the exhaust system and low voltage harness.[2]
- TSIOF-550-J
- 350 hp (261 kW) at 2600 rpm, dry weight 558 lb (253 kg) plus two turbochargers of 35.2 lb (16.0 kg) each. Similar to the TSIO-550-E except for FADEC fuel injection and ignition control, turbochargers, tapered cylinder barrel fins, oil sump and capacity, maximum continuous speed and manifold pressure rating.[2]
- TSIOF-550-K
- 315 hp (235 kW) at 2500 rpm, dry weight 537.3 lb (243.7 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-K but with FADEC fuel injection and ignition control.[2]
Liquid-cooled models[edit]
- TSIOL-550-A
- 350 hp (261 kW) at 2700 rpm, dry weight 402 lb (182 kg). Similar to the TSIO-520-NB but with a new cylinder design that uses liquid cooling. The coolant manifold is on top of the cylinder head, with a coolant pump fitted to the starter adapter, driven by the starter adapter shaft and the oil cooler is mounted on the airframe, not the engine. The engine has an AiResearch TA81 turbocharger.[3]
- TSIOL-550-B
- 325 hp (242 kW) at 2700 rpm, dry weight 557 lb (253 kg). Similar to the TSIO-520-UB but with a new cylinder design that uses liquid cooling. The coolant manifold is on top of the cylinder head, with a coolant pump fitted to the starter adapter, driven by the propeller shaft using sheaves, the oil cooler is mounted on the airframe, not the engine. A coolant tank and coolant lines are added to the installation. The engine has an AiResearch TS06 turbocharger.[3]
- TSIOL-550-C
- 350 hp (261 kW) at 2600 rpm, dry weight 546 lb (248 kg). Similar to the TSIOL-550-A but with the exhaust system and turbocharger bracket from the TSIOL-550-B. The engine is modified to accept the AiResearch TA81 turbocharger. Neither oil nor coolant radiators are provided with the engine.[3]
Geared models[edit]
- GIO-550-A
- A special non-certified geared engine developed for the RU-38 Twin Condor covert reconnaissance aircraft, incorporating 3:2 gear reduction to 2267 rpm.[5][6][7]
Applications[edit]
Lancair IV-P equipped with a TSIO-550
- IO-550
- Cessna 182 (STC SA09133SC, modification)[8]
- Cessna 206 (modification)[citation needed]
- Cessna 210 (modification)[9]
- TSIO-550
- TSIOF-550
- TSIOL-550
- GIO-550
Specifications (IO-550-A)[edit]
Data fromType Certificate Data Sheet E3SO.[1]
General characteristics
- Type: 6-cylinder air-cooled horizontally opposed aircraft piston engine
- Bore: 5.25 in (133.4 mm)
- Stroke: 4.25 in (108.0 mm)
- Displacement: 552 in³ (9.05 L)
- Dry weight: 430.72 lb dry (195.37 kg)
Components
- Fuel system: TCM fuel injection
- Fuel type: 100LL avgas
- Cooling system: Air-cooled
Performance
- Power output: 300 hp (224 kW) at 2,700 rpm
- Specific power: 0.54 hp/in³ (24.6 kW/L)
- Compression ratio: 8.5:1
- Power-to-weight ratio: 0.70 hp/lb (1.15 kW/kg)
See also[edit]
Comparable engines
Related lists
References[edit]
- ^ abcdefghijklmnopqrstuvwxyzFederal Aviation Administration (March 2007). 'TYPE CERTIFICATE DATA SHEET NO. E3SO Revision 10'. Retrieved 2008-12-28.
- ^ abcdefghijklmnFederal Aviation Administration (March 2010). 'TYPE CERTIFICATE DATA SHEET NO. E5SO Revision 6'(PDF). Retrieved 21 June 2010.
- ^ abcdFederal Aviation Administration (August 1997). 'TYPE CERTIFICATE DATA SHEET NO. E4SO Revision 1'. Retrieved 2008-12-28.
- ^Federal Aviation Administration (August 2007). 'TYPE CERTIFICATE DATA SHEET NO. E00004NY, Revision 1'. Retrieved 2009-01-03.
- ^Stoll, Alex (September 2001). 'Schweizer RU-38A Twin Condor'. Retrieved 2008-06-04.
- ^TELEDYNE CONTINENTAL (October 2005). 'MANDATORY SERVICE BULLETIN MSB94-4G'(PDF). Retrieved 2009-07-14.
- ^Parsch, Andreas (February 2008). 'Designations Of U.S. Military Aero Engines'. Retrieved 2009-07-14.
- ^Federal Aviation Administration (4 November 1999). 'Supplemental Type Certificate, STC Number: SA09133SC'. Retrieved 9 September 2014.
- ^Cessna 210 Centurion, Disciples of Flight, 2/21/15, Aircraft Engine Upgrade section.
External links[edit]
Cross Flow Aero Corp Locations
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