Craig,
No spacers are needed. Simply replace the pistons with lower compression
pistons.
The problem with the 912s is that the cylinder walls are very thin. I don't
know when you will exceed the designs safety factor and crack jugs.
See my line of fuel injected engines at www.experimentalfuelinjection.com We do
fuel injection the proper way. I sell the following kits as well
To fuel inject a rotax 912 4500 with wideband o2 sensor and 55 amp alt
To make a 912 into a fuel injected 914 9000USD
Give me a call with any questions
661 428-1850
craig bastin <craigb@onthenet.com.au> wrote: I wonder if anyone has
switched
pistons or thrown a head spacer in a 912s to reduce the compression and then
turbo charged it. With the extra
capacity if it was done correctly it should be good for about 130hp or so.
Could
be a good way to go
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Simon Smith
Sent: Sunday, 13 January 2008 7:14 AM
Subject: Re: Europa-List: Rotax 912/914
Not Correct!
From the Rotax aircraft website at www.rotax-aircraft-engines.com Both
the 912 and the 914 are 1211cc and 9:1 ratio. The 912S is different at
1352cc and 10.5:1
All three use the same crankshaft and connecting rods (they are a single
unit and cannot be separated) p/n 888164. The 912 and 914 used 79.5mm dia
piston p/n 996549 and the 912S uses 84mm p/n 88838. there is also a
difference
in the piston pins and rings. Some earlier 912 and 914 engines use crank
p/n 996583.
cheers
Simon
On 12 Jan 2008, at 16:25, rlborger wrote:
Curtis & other Europaphiles,
Oops, hit the wrong button on that previous transmission.
The main difference between the 912 and 914 are different compression
ratios due to the different pistons and (I believe) connecting rods. The
three engines 912, 912S and 914 all have different compression ratios.
Of course, the exhaust systems are quite different due to the presence
of the turbo.
There are also differences in the lube system to support the special
lubrication needs of the turbo.
There may be other differences.
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(90%) tail kit done, wings closed, cockpit module installed, pitch
system
in, landing gear frame in, rudder system in, outrigger mod in, Fuselage
Top on, lift/drag/flap pins in, wing incidence set, tie bar in, flap
drive in, Mod 70 done. Baggage bay in. Flaps & Main Gear complete. Mod
72 complete. Instrument panel complete, except for testing. Rotax 914
installed (for the 3rd time). Airmaster Prop installed. Electrical
complete,
except for testing. Fuel system complete except for testing. Working
in - 32 Tail, 34 Door Latches & 35 Doors, 37 Interior & Finishing.
Airmaster arrived 29 Sep 05. Seat arrived from Oregon Aero. E04 interior
kit has arrived and is being installed.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On Jan 12, 2008, at 9:49 AM, Curtis Jaussi wrote:
Does anyone understand the real differences between the Rotax 912ul
and the 914? As far as I can determine, they are the same engine except
for the turbo. The displacement and the pistons seem to be the same.
is the 914 beefed up in some way to take the extra strain from the turbo?
Has anyone heard of an after market turbo for the 912?
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