The Graflight V-8 engine employs an electronic control system designed and manufactured by industry leader Bosch General Aviation Technology to dramatically reduce pilot workload and ensure efficiency and ease of operation. The engine is controlled with a single power lever, leaving traditional pilot chores like propeller pitch, fuel mixture and controlling engine temperature to the computer, reducing the risk of pilot error. The engine is designed with extremely rugged technologies, like steel pistons and CGI iron crankcases that provide superior strength and durability over aluminum without sacrificing weight. This reduces maintenance costs significantly by increasing the targeted Time Between Overhauls (TBO) to 3,000 hours, a 50 to 100 percent increase over the industry’s current values of 1,500 to 2,000 hours.
With its low-profile, compact design, the Graflight V-8 is suited for single and twin-engine aircraft. Its meticulous craftsmanship and specially patented features also make it capable of working with composite and aluminum propellers, a unique feature that attests to the extraordinarily low vibration generated at even the highest power. In addition, the Graflight V-8 has the advantage of running on a variety of heavy fuels, including Jet A, JP-8 or straight diesel, making it viable for use not only in GA aircraft and small helicopters, but also in military drones, small boats or troop carriers.
This is the engine that will redefine flying, making it faster, cleaner and less costly. The EPS engine has the potential to open new markets around the world where Avgas has never been available but jet fuel is in abundant supply, places like China, Africa and South America. Airplanes equipped with the Graflight V-8 can choose to carry more payload or fly farther on the same amount of fuel; either way the savings over the life of the engine will more than pay for itself. This is EPS: A Revolution in Flight.
I’ve been following the EPS progress since its inception, trusting the engineering and manufacturing prowess of the principles to achieve the desired result…After watching the development of the mechanical part of the engine, coupled with world renowned Bosch orchestrating the engine controller, my confidence is high for success. As an airframe designer and industry insider, I have nothing but praises for the effort to date.
Thomas S. Hamilton
President, Aerocet, Inc. and designer of the Kodiak aircraft
The unprecedented performance of the EPS engine means pilots have the luxury of adding more payload while still achieving extraordinary fuel savings.
In the case of the Cirrus SR22, for example, that translates into the equivalent of two additional passengers flying the same distance as with a Continental gasoline 315 horsepower engine while still realizing a 40 percent reduction in fuel cost.*
The superior fuel economy of the EPS engine naturally gives pilots tremendous range flexibility. You can carry more and still fly much farther than with a traditional gasoline engine, which has the disadvantage of vastly higher fuel flow rates and also requires additional fuel be diverted to help cool the engine when operating above 75 percent maximum power.
Because diesels use a liquid cooling system, they do not have this same requirement. And because the EPS engine uses the most modern automotive diesel technology to date, in a specially designed package for general aviation, its fuel efficiency outperforms every engine currently on the market.
A look at fuel flow rates that compare the EPS engine with the Lycoming 350 horsepower gasoline engine and the Rolls Royce Turbine engine make the point. The EPS engine shows considerably lower gallons per hour compared to the others. The two right columns show the fuel savings for the EPS engine in pounds per hour (pph). The need to have excess cooling fuel flow above 75 percent power is also evident in the Lycoming gasoline engine fuel burn.
The Graflight V-8 gives you the freedom to fly much faster because of its design and efficiency. First, because of its remarkably low fuel consumption, you don’t need to carry as much fuel to cover the same distance, and this opens up a whole new realm of piloting options. The engine also is not limited by the Avgas characteristics that allows leaning at or below 75 percent power but requires running full rich at extreme fuel flows for higher powers (above 75 percent) to prevent pre-ignition and detonation. The EPS engine fuel flow is steady throughout its entire power range, so powering the engine above 75 percent is no issue. Piloting the plane at higher power or lower power has little effect on fuel efficiency, and being a water-cooled engine, the Graflight V-8 can easily handle the higher powers to make the airplane cruise faster if that is the pilot’s desire. This option means freedom of choice: fly faster or fly further, it’s entirely up to you.
Diesels emit less carbon monoxide, hydrocarbons and carbon dioxide, emissions that some scientists believe lead to global warming. It also takes less refining to produce the jet fuel that diesels use compared with the leaded gasoline that traditional aero engines use. That’s one reason Jet-A fuel costs less than Avgas.
The switch to alternative fuels is also critical because the U.S. Environmental Protection Agency and various environmental groups are actively trying to eliminate Avgas because it contains Tetra Ethyl Lead, a known carcinogen. Cars were forced to remove this additive in the 1970s and were quickly converted to run on “unleaded” fuel. But the aviation industry has escaped that mandate – until now. The EPA has publicly stated that Avgas will be outlawed before this decade is over, and the FAA is actively seeking replacement fuels. An engine with the ability to run on a variety of heavy fuels clearly has an advantage in this uncertain future.
Fly Anywhere on the Planet
The EPS engine runs on fuels that are readily available at airports around the world. This will open new markets for EPS customers, who will now be able to sell aircraft into Asia, Africa and South America, where there is little or no Avgas but where ample supplies of diesel or Jet-A exist to serve commercial aviation.
Europe and China have seen growth in their market segments of 20 percent and 16 percent respectively. China’s demand for GA aircraft is expected to grow by 6 to 12,000 piston airplanes in the next decade, as their airspace is opened for civilian use. To put this figure into perspective, China’s deman for GA aircraft will grow at a rate that demands more new airplanes than are currently produced in our mature U.S. market. Their marketplace demands a jet-fueled alternative, since they do not intend to implement an Avgas infrastructure.