In 1998, Will Nagel and his colleagues at Nagel Engine Company, all engineers and general aviation enthusiasts, had an idea. They believed they could design an engine that could do the job of existing 540 cubic inch models, but with significant improvements in performance, maintenance, and durability. And, they believed they could do it at a lower cost. Their concept was not to reinvent the engine from scratch, but rather to rearrange common, existing parts in a simplified and more efficient manner. The result is the 444 Twelve, a water-cooled, turbocharged engine. As the name implies, the 444 Twelve is a 444 cubic inch, opposed 12 cylinder engine. Weighing the same as most existing 540 cubic inch power plants, the 444 Twelve utilizes smaller parts and an increase in rotational speed to achieve a significant advantage in horsepower (450 HP at 4,400 RPM). Its comparatively small bore size of 3.5" gives it the added bonus of reduced octane sensitivity, and since the prop rotates at 50% of the engine speed, it’s noticeably quieter. Continuing the theme that “smaller is better.” The engine’s small cylinders enable it to avoid preignition and knocking, conditions caused by combustion instability. This means the 444 Twelve can operate safely at any fuel-air ratio between rich and lean, allowing for a significant reduction in fuel usage. This design factor also enables the engine to operate easily at maximum power throughout the entire climb cycle. For a 6,000 pound, twin-engine plane, the extra 100 HP per side translates into an additional 1,000 feet-per-minute in the climb rate. The 444 Twelve is not only more powerful and efficient than current engine designs, its simplified design means it’s also a lot easier to maintain. The engine incorporates just 6 long rods to hold the case halves, cylinders, and cylinder heads together, replacing the multitude of fasteners found on more traditional engines. Additionally, the utilization of two cams further simplifies the design, resulting in easier serviceability and a lower initial cost. While endurance testing has not yet begun, There are several design factors that promise a significantly increased life span. With completely separate cast iron cylinders that are not part of the head or case, the 444 Twelve avoids the life-shortening problems commonly associated with improper cylinder plating, coating, and heat treatment. And because the engine’s opposing cylinders fire at the same time, virtually all of the main bearing loads are eliminated, preventing bending of the case and adding to the engine’s durability. Better performance. Easier maintenance. Longer life. With such dramatic improvements, the 444 Twelve could revolutionize general aviation engine design.
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