Talk:Centurion Engines

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[edit] Less marketing speak

The article was informative but was too glowingly fulsome in its praise. Re-write and expansion in progress. Paul Beardsell 14:02, 1 January 2007 (UTC)

[edit] Revert original research

Sorry, very interesting, but as per WP:V rules the following "original research" has been culled from the article.

I personally fly a retrofitted Cessna 172SP. It has been converted over to the 1.7litre engine. The three greatest things about the conversion is that there is no dealing with mixture and rpm setting, it is done automatically by a push of the lever. The other great thing is the runup...There is none. You simply press the runup button and the system does a FADEC check. Lastly who loves economic engines...you won't find anything more economic than this engine. At crusie you burn approximately 6.7gph.

The draw backs now: the engine weights more therefore reducing payload and the max fuel on board. The plane climbs like you have a elephant being dragged behind, it cannot climb rapidly. Early morning/cold weather starts...forget about it. Even if you follow the startup checklist to the T, chances are you will recieve an AED light if not a FADEC light. They say after two minutes of idle if everything isnt in the green increase the rpm to 1400. If you follow these directons you will throw the AED light. The plane cannot do power on stalls, you will once again throw an AED light. WHen trying to rapidly descend the checklist to not do it less than 30% of the engines load, even slightly above thise somehow you can manage to overrev the airplane(RPM red light comes on)as well as the core temp of the engine dropping into the yellow.

Overall I'd stay away from this conversion because although it is simpler to use, it has many problems associated with it as well. Best stay with the original motor until the bugs are furthur out of the system. Here is an example of a diesel in the NTSB already, NTSB Identification: MIA07IA067.

Paul Beardsell 07:08, 16 April 2007 (UTC)