Craig,
All three engines use the same crank and con rods. The crank is not a
solid forging but is made up from various components in a special
press (hence the rods cannot be changed). I have seen the result of a
914 that took off with the TCU switched off and the crank was
twisted. I would suggest that a 912s with a turbo might not provide
sufficient margin of safety.
cheers
Simon
On 14 Jan 2008, at 11:41, craig bastin 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
> To: europa-list@matronics.com
> 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?
>>
>>
>>
>>
>> href="http://www.matronics.com/Navigator?Europa-List";>http://www.matronics.com/Navigator?Europa-List
>> href="http://forums.matronics.com";>http://forums.matronics.com
>> href="http://www.matronics.com/contribution";>http://www.matronics.com/contribution
>>
>
>
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