Great info Will! Thx!
How bout a show and tell osh next week? ;-)
> On Jul 14, 2019, at 3:05 PM, William Daniell <wdaniell.longport@gmail.com>
wrote:
>
> Just to follow up the last para of Buds email - I have flown Colombian tur
bo 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 compl
ete mod cost about USD4k including new exhaust, airbox, oil scavenge tank, j
ets and mounting brackets and I think that included the turbo. You have to u
se a stock 80 horse - the high compression of the ULS causes detonation. Th
e 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 interestin
g 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), b
ut the exhaust bends may be close to the cowl front and the ULS new fuel pum
p 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 du
ring an engine upgrade was a pain. Frankly, I just installed a whole new XS
FWF on my Classic and it was worth every penny. The high torque starter Ro
tax provides is a bit long for the Classic. Consider the aftermarket Sky-Te
c starter as it appears to fit and is roughly half the cost and the same siz
e 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 star
t, 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 optimi
zed for smooth starts and running, it is equipped with a high torque starter
standard, and many other little touches that have completely changed my out
look on the 912ULS. The purchase price is very near that of a rebuild 912UL
that is 1000 plus hours old. I can do carbs, so the 912ULS is actually mor
e appealing to me than a 912iS fuel injected engine as its fuel economy does
not completely trump the maintenance complexity and cost over the short ter
m.
>>
>>
>>
>> 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/electroni
cs has been removed from the average owner/operator. Problems currently are
with the automatic electronic fuse box switching controls failing, overheat
ing 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 m
ultiple oil coolers are needed to keep the oil in limits, troubleshooting gu
ides are still in flux so give your dealer a break if he can=99t give y
ou a quick turn around. I have worked with a number of Pipistrel owners wit
h the iS and Lockwood and Pipistrel have taken ownership of fixing the issue
s 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 make cowl modifications which were better, bu
t 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 insta
ll a carb leaning work around (HACman) if high altitude fuel economy is need
ed. The HACman works by lowering the float bowl pressure via a needle valve
controlling vacuum from the intake manifold to the float bowl tube. The lo
wer pressure in the float bowl reduces the flow slightly through the main je
t. (A bit Rube Goldberg, but it is effective if you fly above 3500 MSL. It t
akes some fiddling with part throttle setting and even finely adjusted needl
e 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 pressure 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 ju
st not 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 i
s now made by an Italian company as well. Basically a small auto turbo with
dash pot, using Rotax type plumbing, a different exhaust geometry and the s
tock carbs. The key is it is a low boost pressure giving more sea level per
formance at higher cruising altitudes. Pricey, but well within the capabili
ties of the 912 as a 914 is just a 912 with a different set of carbs and tur
bo management system. Other companies have what they call =9CBad Ass
=9D and higher output mods increasing output beyond the prop capabilit
ies. Quite pricey, and as I found on the Jason Parker fuel injected turbo c
onversion, prone to owner/operator tweaking which over boosted the engines m
aking reliability a problem. Props are made in certain power ranges: 80-12
0, 125-140, 150-180, 250-300. Check your prop capability before upgrading y
our engine or you may have not just engine costly problems.
>>
>>
>>
>> Just my two cents.
>>
>>
>>
>> Bud Yerly
>>
>> Custom Flight Creations, Inc.
>>
>>
>>
>>
>>
>>
>>
>> Sent from Mail for Windows 10
>>
>>
>>
>> From: owner-europa-list-server@matronics.com <owner-europa-list-server@ma
tronics.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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