Just to follow up the last para of Buds email - I have flown Colombian
turbo since 2004 with zero issues - as bud says I only use 33".
I can put you in touch with the man in Colombia (the Colombian Connection!)
- he'll make a kit and come fit it or you can fit it yourself. Mine
complete mod cost about USD4k including new exhaust, airbox, oil scavenge
tank, jets and mounting brackets and I think that included the turbo. You
have to use a stock 80 horse - the high compression of the ULS causes
detonation. The only mod to the engine is something done to the oil pump
to make sure that the oil is scavenged.
The Colombian guy doesnt speak English which will make for some interesting
interactions....he's a great bloke by the way.
Happy to show and tell if anyone is in the area.
Will
N460HJ
On Sun, Jul 14, 2019 at 1:50 PM Bud Yerly <budyerly@msn.com> wrote:
> Martin,
>
> I know the XS uses a Rotax ring mount and changing engines from the UL to
> the ULS or 914 basically fits on any XS existing Fire Wall Forward (FWF),
> but the exhaust bends may be close to the cowl front and the ULS new fuel
> pump gets pretty close to the cowl also. So some fiddling required.
>
>
> The Classic is somewhat different because of the shorter nose and exhaust
> systems changed slightly between the UL and ULS. The 914 on the Classic
> during an engine upgrade was a pain. Frankly, I just installed a whole n
ew
> XS FWF on my Classic and it was worth every penny. The high torque start
er
> Rotax provides is a bit long for the Classic. Consider the aftermarket
> Sky-Tec starter as it appears to fit and is roughly half the cost and the
> same size as the original Rotax low torque starter.
>
>
> I didn=99t recommend any 912ULS at Custom Flight until after 2006.
Hard
> starting, poor starters needing 12.5 volts to start, kick back on start,
> sprag clutch issues, case cracking, horrible shutdown and start up shakin
g,
> etc. just sowered me to recommending the engine. After 2006, Rotax final
ly
> made adjustments that addressed these issues. Although they never admitt
ed
> to what they had to do it was obvious when the new engines came out. Fie
ld
> reports indicate the 912ULS (post 2006) are as reliable as the 80HP UL.
>
>
> The 912ULS new case is stronger, the ignition timing and boxes are
> optimized for smooth starts and running, it is equipped with a high torqu
e
> starter standard, and many other little touches that have completely
> changed my outlook on the 912ULS. The purchase price is very near that o
f
> a rebuild 912UL that is 1000 plus hours old. I can do carbs, so the 912U
LS
> is actually more appealing to me than a 912iS fuel injected engine as its
> fuel economy does not completely trump the maintenance complexity and cos
t
> over the short term.
>
>
> Don=99t get me wrong. The iS engine starts and runs smooth, is ver
y
> economical, and very complex. Your ability to maintain the
> fuel/electronics has been removed from the average owner/operator.
> Problems currently are with the automatic electronic fuse box switching
> controls failing, overheating on the ground due to its running in lean at
> all times, a much larger, or fan augmented, radiator is a must for summer
> time operations, a larger or multiple oil coolers are needed to keep the
> oil in limits, troubleshooting guides are still in flux so give your deal
er
> a break if he can=99t give you a quick turn around. I have worked
with a
> number of Pipistrel owners with the iS and Lockwood and Pipistrel have
> taken ownership of fixing the issues under warranty, but slowly and in my
> opinion, incompletely. Pipistrel has had to add fans to the radiator (as
> has Lockwood on the AirCam), larger oil coolers, and Pipistrel had to mak
e
> cowl modifications which were better, but not enough.
>
>
> Although the 912ULS burns more gas, it doesn=99t overheat on the gr
ound, is
> easier to troubleshoot, annual maintenance doesn=99t require a trip
to the
> Rotax dealer, and is quite a bit cheaper to buy. One can install a carb
> leaning work around (HACman) if high altitude fuel economy is needed. Th
e
> HACman works by lowering the float bowl pressure via a needle valve
> controlling vacuum from the intake manifold to the float bowl tube. The
> lower pressure in the float bowl reduces the flow slightly through the ma
in
> jet. (A bit Rube Goldberg, but it is effective if you fly above 3500 MSL.
> It takes some fiddling with part throttle setting and even finely adjuste
d
> needle settings to fine tune your mixture to get the EGT in the proper
> range. WOT makes it less effective as the manifold and carb throat pressu
re
> are nearly equal.)
>
>
> Do not be sucked in to the =9Cbig bore, higher power or other after
market
> cylinder and cam mods=9D as the mean time between failure is just n
ot
> documented. Keep the engine reasonably stock. One exception is what I
> call the =9CColumbian Turbo mod for the 912UL. This is a reasonabl
e turbo
> normalizing of a stock UL 80 HP to about a 95 HP engine. This mod is now
> made by an Italian company as well. Basically a small auto turbo with da
sh
> pot, using Rotax type plumbing, a different exhaust geometry and the stoc
k
> carbs. The key is it is a low boost pressure giving more sea level
> performance at higher cruising altitudes. Pricey, but well within the
> capabilities of the 912 as a 914 is just a 912 with a different set of
> carbs and turbo management system. Other companies have what they call
> =9CBad Ass=9D and higher output mods increasing output beyond
the prop
> capabilities. Quite pricey, and as I found on the Jason Parker fuel
> injected turbo conversion, prone to owner/operator tweaking which over
> boosted the engines making reliability a problem. Props are made in
> certain power ranges: 80-120, 125-140, 150-180, 250-300. Check your pro
p
> capability before upgrading your engine or you may have not just engine
> costly problems.
>
>
> Just my two cents.
>
>
> Bud Yerly
>
> Custom Flight Creations, Inc.
>
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
> Windows 10
>
>
> ------------------------------
> *From:* owner-europa-list-server@matronics.com <
> owner-europa-list-server@matronics.com> on behalf of Martin Tuck <
> MJKTuck@cs.com>
> *Sent:* Saturday, July 13, 2019 10:13:51 PM
> *To:* Europa Builders Forum
> *Subject:* Europa-List: Rotax 912ULS
>
>
> I think I may have traced my intermittent starting problem of my old
> 912UL to the ignition boxes, so I'm weighing up my options.
>
> Two new ignition boxes are around $1,000 each (!) so I'm not sure I want
> to sink that kind of money into a 20 year old engine even though it only
> has 300 hours on it.
>
> I like the look of the 912ULS, it has a bit more power, a heavy duty
> starter and a slow start module that seems to have resolved the ragged
> starting issues of the early engines.
>
> If you have a 912ULS I'd be interested to hear what you think of the
> engine and how long you have had it. Also, will it fit in the same
> engine ring mount as the 912UL - I'm thinking particularly of the size
> of the starter.
>
> Many thanks,
>
> Martin Tuck
>
> N152MT
>
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