Both are removed during engine installation. The REFI system uses several sensors for ambient conditions (temperature, pressures & altitude) for calculating exact mixture control to the fuel injectors with just a single throttle control. Because fuel is injected directly into each cylinder, there is no intake venturi to form ice.

Common question. Yes, it is safe. Check out AVGAS vs. MOGAS, for more info.

We conservatively calculate 3,000 hrs for engines flat rated to less than 220 HP, which is less than half of engines rated max power.

No, each cylinder has one spark plug and its own ignition coil that is controlled and powered by either EFI ignition system and/or either battery. Unlike distributor-type automotive ignition systems that use a common ignition coil and single power source, the Corsair REFI system incorporates multiple redundancies, and capable of producing more than 150 HP with 4 cylinders failed for sustained flight.

We are currently flight testing 2 different computer designed fixed pitch models, as well as ground adjustable styles. Wood props allow us an option for higher HP engines, quick ability to efficiently and quickly modify shape and size to perfect design, which will be used to produce a composite mold for later production. Our objective is to develop not only the most efficient design for each aircraft, but also the quietest. Constant speed props will be an option for higher HP engines. We are currently working with one of the largest prop manufacturers in the world developing a production design.

Car engines use very little power once up to speed, and their variable speed transmission decreases their workload even more. Conversely, aircraft engines are under a constant load and perform far more work (creating lift, overcoming drag at higher speeds, etc.) the only engines that work harder are marine engines for boating. Operating an engine at near it’s designed load limit decreases reliability and useful life. Converted automotive engines that operate at about 50%-60% of their rated power experience far better wear properties.

Good question. Aircraft piston engines are designed to provide efficient, flat power and torque output at low RPM’s to reduce shaft speeds for prop efficiency (most aircraft engines are direct drive). Automotive engines are designed to provide more efficient power & torque curves at higher RPM’s, relying on the transmission to reduce the speed to the drive train (as well as stress & loads on the engine). Most automotive engines require some form of speed reduction to the prop to operate efficiently, or prop speeds (beginning at tips) will exceed critical Mach limits and become increasingly inefficient.

Corsair engines are equipped to a system matched prop gear drive (PGD) that reduces the engines efficient power RPM range to that of the prop’s most efficient RPM range. The (PGD) has been tested to more than 3X the HP and torque limits of the engine max output per SAE testing standards.

Depends on airframe. For the C172 complete kit with additional battery the average EOW increases about 140 lbs and CG moves forward about 2”.

For later model C172 airframes (1976+) there are 3 aluminum stringers installed in the tail section (standard equipment for most M and newer 172 models), max gross weight can increase up to 2,550 lbs due to the extra climb performance (also requires 6 ply tires and max 30 flaps limit) as with stock C172 models with 180 HP engines (Q,S,XP models).

There is an optional stringer kit we can provide for earlier model C172’s not equipped with the above mentioned stringers so they too can have an increase operating weight without having the original factory installed stringers.

For experimental airframes, a crate engine option will be available that will allow different weight & CG options.

Usually not, due to fundamental design issues and weight differences. Such issues have been effectively figured out by industries that have converted automotive engines to many other applications, such as most marine engine manufacturers that “marinize” existing automotive engines by swapping crank & cam shafts, cooling systems, etc.. This process allows them to offer state of the art, proven engines far more efficiently and economically then they could vertically produce inhouse. This model of automotive engine use has been used by aircraft manufacturers in the past, including Continental’s CD series of FAA certified diesel engines based on a Mercedes Benz car engine block.

So, although not industry standard, specific automotive engines make great aircraft engines with the right engineering. Additionally, automotive engines do have many advantages, such as liquid cooling which reduces heat expansion/contraction wear, use of modern synthetic oil, lower emissions, wider range of fuels, and wider availability of parts.

No, each cylinder has one spark plug and its own ignition coil that is controlled and powered by either EFI ignition system and/or either battery. Unlike distributor-type automotive ignition systems that use a common ignition coil and single power source, the Corsair REFI system incorporates multiple redundancies, and capable of producing more than 150 HP with 4 cylinders failed for sustained flight.

home built kit aircraft models and custom engines for other experimental aircraft.

No the Corsair EFI system is not the same as an automotive system.

Automotive engine controllers don’t generally make a safe choice for aircraft applications. We tested several OE units, but were unable to modify the hardware and software to meet redundancy levels needed for FAA certification. Although aftermarket “tuning” software can manipulate many tables within the original automotive calibration (the embedded basic operating software files) it proved an automotive EFI system to be unreliable and often one change unknowingly affected several other software functions that only later became apparent. Although car EFI systems are common in experimental aircraft with great success, there are many inflight failures due to EFI failures resulting from software glitches or insignificant component failures. Our Corsair REFI system uses long-proven modules used in millions of applications that come to us blank from the manufacturer. We contracted the same ECM engineers that the largest automobile manufacturers use for the ECM model we use and developed our own calibration files specific to the aircraft mission with multiple layers of redundancies that allow two independent systems to communicate.

What is redundant in the EFI system?

Our 2nd test bed, a C172K, is currently conducting high altitude and cold weather flight testing in the Rocky Mountains. Testing is expected to be complete in Q4 of 2021. We expect to complete engine specs and cost to be available Q2 2022.

In regards to the C172 kit, our engine is flat rated to a max of 220 HP which is the max the C172 airframe was ever certified for (options included a 180, 201 and 220 HP versions). Depending on the airframe’s original engine rating, you can expect at least a 10% increase in overall performance. Pilots also have option to use reduced power settings for takeoff (minimum 180 HP), as well as reduced climb power settings when full power is not required.

*Remember, a high-performance pilot logbook endorsement is required over 200 HP.

Yes, typically about 15%-20% less fuel consumption for same performance. Performance testing should be completed by Q3 2021 and actual comparisons will be listed on our website.

Again, this depends. As with any experimental, it cannot be rented for compensation, this includes lease backs. You will need to send an annual letter to local FSDO listing the events you wish to exhibit your plane (you are not required to attend any), in addition to the same limitations most amateur built aircraft have. Exhibition does allow for non-compensation flight training, proficiency and maintenance flights. However, even though operating limitations are nationally standardized, local FSDO can impose additional limitations. Click here before deciding if converting to experimental is for you.

It is not recommended. We have experienced several alarming issues using generic parts in our 5 years of development and testing. Also, automaker branded parts counterfeiting is a billion-dollar business, and most local shops use different suppliers for the same part, none of which are required to follow aviation supply chain requirements. Our parts list includes specific part numbers that can be purchased directly from Corsair or a local GM dealer. This assures that the genuine parts we provide are tested and approved for installation on your airplane.

A lot. The engine block is a marine version of the General Motors L series engine with 2 decades of proven reliability in everything from production muscle cars, HD trucks, boats and industrial applications, modified internally & externally for its aircraft mission. A few differences include internal changes to the internal lubrication system to prevent oil pump cavitation during maneuvering and uncoordinated flight; elimination of several potential single point of failure components; alternator capable of providing power even at prop wind-milling speeds; complete redundancy of fuel and spark delivery systems, to name just a few.

The anti-siphon valve on our support vehicle was modified, allowing a hose to reach the fuel tank. We use a common 12V transfer pump to transfer fuel which works well, and reduces fuel cost significantly- even eligible for a fuel highway tax rebate. However, we do get bad looks from the local FBO. This demonstrates how a fleet operator could use a simple tank on a pickup truck to fuel their fleet efficiently. We do not recommend removing a cars anti-siphon valve as it prevents fuel from leaking in a rollover accident, but a safe and simple fitting could be installed on the car’s tank or fill hose.

Our target price point is designed to be about same as re-manufacturing cost of legacy engine after core rebate of original engine.

The X2 engine is designed to be custom configured complete engine based on customer’s needs, so price will very….but our target cost will be about 30%-40% below current experimental complete engines.

Major modifications include adding 2 batteries to aft baggage compartment (kit includes all required hardware), running battery cables from batteries to engine,replacing fiberglass nose cone (rivets) and running 2 new wire harnesses through firewall. We expect conversion time to require less than 40 hours from start to initial ground runs.

Yes, several insurance companies offer experimental aircraft insurance. We have worked with and chosen STARR insurance, a global leader in aircraft insurance from private aircraft to widebody airliners. They understand the Corsair product and have competitive rates to a standard C172. Drop us an email for their contact info.

We will continue to update our website as we advance with flight testing and FAA certification. Check back often.

Legacy engines mostly required the high RPM run-up to check and clear spark plug fouling due to the leaded gas contaminating spark plugs during taxi/low RPM (causing typically richer mixtures), which increases carbon build up on spark plugs. Additionally, higher RPM are required to see sufficient RPM drop when testing carb heat/alternative air source operation and checking magnetos. The Corsair REFI eliminates rich fuel mixtures, burns non-leaded gas, and has no carb heat to check. The REFI system also monitors dozens of engine parameters for most faults without requiring increased RPM. However, an engine run-up is required if leaded AVGAS is used with Corsair engines to check and clear potential spark plug fouling before takeoff.

If you wish to trade in your original aircraft engine with our partnered overhaul facility, just send back your engine using the same crate your new Corsair engine arrived in. The facility will give you a purchase price based on engine condition and hours before you ship it, then will send payment once they receive it and verify it is as described. Original C172 engine values usually range from $8000-$14,000 and are helpful in reducing the initial Corsair purchase cost to that of remanufacturing the original engine.

Many. Liquid cooled engines dissipate heat far more efficiently and maintain more consistent temperatures which reduces overall engine wear and increases performance.

We have not completed flight testing and determined final engine configurations yet. We plan on having final engine kit specs Q4 2021.

P28 series aircraft are on our radar because it will be essentially the same engine configuration as the C172, it would be relatively quick to design and produce.

Either 12 or 28 volt. 12 volt systems will have lower kit cost.

This all depends on the country. We will be seeking foreign dealers that are familiar with local regulations.

Our next kit will likely be for the C182, but the C170 and C172 are near identical and could be modified quickly. We would likely solicit owners of such aircraft to use their airframe as a development prototype in exchange for discounted conversion.

Yes, all components are new. Repowering at TBO will consist of new blocks and heads. There will be options for purchasing just the block and a complete new engine block with overhauled accessories, or complete new engine.

Absolutely. Our engines are ideally suited for conversion due to their typical HP ratings and weight. We are currently researching larger aircraft types normally equipped with these type engines, including twins, for initial testing.

Not soon. Our current V8 design is intended to replace legacy aircraft engines between 200 HP to 375HP with just software and Prop Gear Drive ratio modifications. So, the weight and efficient power curves would not likely be feasible on smaller aircraft such as the C152 and LSA aircraft. However, we have seriously considered installing a Toyota Prius hybrid engine into a C152.

Our primary mission is to reduce the cost of flying while decreasing emissions. To best do this, the kits must be applicable to existing aircraft models still existing in large numbers on the used market, and with sufficient parts availability. We do plan on building kits for more popular experimental kits, as well as a complete crate engine experimental option.

Most of the other engines using automotive components are designed for the experimental market, and not to meet certified requirements such as CFR 14 part 33. Auto conversions have had critical opinions in the experimental and certified world due to multiple failures. However, most of the early conversions were simply experimenters installing junk yard engines into airframes with little meaningful engineering, as such engineering requires skill sets and resources which are outside most singular experimenters abilities.

Some new experimental automotive engine conversion companies have developed conversions that address many of the issues, especially in lower HP engines typical to the experimental market. Our design focuses on higher HP engines that can meet larger aircraft applications and certified requirements.

No. our Prop Gear Drive is not using a clutch

FAA Order 8900.1 3-292 FLIGHT TRAINING IN EXPERIMENTAL AIRCRAFT.

A. Use of Experimental Aircraft for Flight Training. Persons may receive, and provide compensation for, flight training in an aircraft holding an experimental certificate issued for any of the purposes specified in § 21.191. Other than the person receiving flight training, the operation must not involve the carriage of persons or property for compensation or hire or be prohibited by the aircraft’s operating limitations.

D. Flight in Experimental Aircraft. The FAA does not require flight instructors, pilot examiners, and aviation safety inspectors (ASI) to fly in experimental aircraft. The decision whether or not to provide flight training or conduct a check in an experimental aircraft is left to the discretion and judgment of the individual.