Yes, Frank Thielert started on that project a LONG time ago (IIRC, bot the 4.2 V8 and 3.0 V6), and that was one of the things that killed his business (that, and the gearbox life). Adding Continental and AVIC to the mix should mean this engine will be done correctly and suported fully. I believe the CD-300 already has EASA certification. Haven't seen the nubers yet, but strongly suspect it will suffer from some of the SMA/EPS/CD135-155/Austro170/180 problems - far more installed weight and cost than an equivalent legacy Cont/Lyc air cooled engine.In fact, they just flew a 310hp that is scheduled to be available near the end of 2020. The Continental CD-300.
You want a good diesel for those specs ? Europe is the place ...perhaps this one would do the job ...as is or with a chip/remap ?I just checked some numbers...
Ford Scorpion Diesel - 450 hp, 1100 pounds wet. Doubtless the cooling, induction, and exhaust can be lightened up some. It will still need a suitable prop bearing set to carry prop thrust and gyroscopic forces so add some wieght back in for that;
Wasp Junior R985 - 450 hp, 653 pounds wet.
Maybe someone else's 450 hp diesel is lighter, but it sure looks like there is a big weight penalty for this combination. I give much better chances to the GM big cube LS engines with a decent PSRU as a suitable replacement for the R985.
Hmm, 627 lb-ft at 2000 rpm is 239 hp, 627 lb-ft at 2750 rpm is 328 hp. At 2000 rpm, that is pretty anemic for hauling a Beaver about. At 2700 rpm, you might be OK, but an 8' prop for such a beast is supersonic. To get to takeoff power of 385 hp and 3750 rpm and a reasonable 800 ft/s tip speed, you need the prop down around 1900-2000 rpm. That is a reduction ratio of 1.9:14.2 V8 TDI CR 235-257kW - dimensions length: 520 millimetres (20.5 in), mass: 255–257 kilograms (562–567 lb) CTEC: 283 kilowatts (385 PS; 380 bhp) at 3,750 rpm; 850 newton metres (627 lbf⋅ft) at 2,000-2,750 rpm