Sadly I am still in the test period and con not leave the test area....:-(
William Daniell
LONGPORT
On Sun, Jul 14, 2019 at 3:55 PM Pete <peterz@zutrasoft.com> wrote:
> 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
> 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 t
o
>> 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 fue
l
>> pump gets pretty close to the cowl also. So some fiddling required.
>>
>>
>>
>> The Classic is somewhat different because of the shorter nose and exhaus
t
>> 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
new
>> XS FWF on my Classic and it was worth every penny. The high torque star
ter
>> 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 th
e
>> 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 shaki
ng,
>> etc. just sowered me to recommending the engine. After 2006, Rotax fina
lly
>> made adjustments that addressed these issues. Although they never admit
ted
>> to what they had to do it was obvious when the new engines came out. Fi
eld
>> 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 torq
ue
>> starter standard, and many other little touches that have completely
>> changed my outlook 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 912
ULS
>> is actually more appealing to me than a 912iS fuel injected engine as it
s
>> fuel economy does not completely trump the maintenance complexity and co
st
>> over the short term.
>>
>>
>>
>> Don=99t get me wrong. The iS engine starts and runs smooth, is ve
ry
>> 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 a
t
>> all times, a much larger, or fan augmented, radiator is a must for summe
r
>> 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 dea
ler
>> 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 m
y
>> opinion, incompletely. Pipistrel has had to add fans to the radiator (a
s
>> has Lockwood on the AirCam), larger oil coolers, and Pipistrel had to ma
ke
>> cowl modifications which were better, but not enough.
>>
>>
>>
>> Although the 912ULS burns more gas, it doesn=99t overheat on the g
round, is
>> easier to troubleshoot, annual maintenance doesn=99t require a tri
p 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. T
he
>> 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 m
ain
>> 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 adjust
ed
>> 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 press
ure
>> are nearly equal.)
>>
>>
>>
>> Do not be sucked in to the =9Cbig bore, higher power or other afte
rmarket
>> cylinder and cam mods=9D as the mean time between failure is just
not
>> documented. Keep the engine reasonably stock. One exception is what I
>> call the =9CColumbian Turbo mod for the 912UL. This is a reasonab
le turbo
>> normalizing of a stock UL 80 HP to about a 95 HP engine. This mod is no
w
>> made by an Italian company as well. Basically a small auto turbo with d
ash
>> pot, using Rotax type plumbing, a different exhaust geometry and the sto
ck
>> 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 beyon
d 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 pr
op
>> 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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