interesting, I have wondered if it would be a cheaper option to go that
path, pay 16k for a 912 then turbo it, or pay 37k for a 914
cause thats what rotax want for a 914 in australia. A new garret turbo will
run you about 7k if you know where to go, about 3k for
manifolds etc and your saving about 10k
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of William Daniell
Sent: Tuesday, 15 January 2008 11:03 PM
To: europa-list@matronics.com
Subject: RE: Europa-List: Rotax 912/914
Well funny you should mention that. In Colombia where experimental
aviation is not subject to quite so many restrictions they have been
turbocharging 912 (normal) for many years in fact before the 914 came out.
This was originally developed to deal with the high altitudes.
Basically what they do is bolt a mitsubishi car turbo on to a stock 912.
I have one on my zenith and it works well. It has some interesting features
such as retaining the mechanical pump in series with an electric boost pump.
It will run at 22 with just the mechanical pump. With both fuel pumps
running at 8500ft this arrangement is good for 33 of manifold pressure.
The waste-gate is purely mechanical no electronics at all.
This issue for the Europa is the that the engine is rather long because
the turbo sits behind the crankcase.
Will
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig bastin
Sent: Monday, January 14, 2008 06:42
To: europa-list@matronics.com
Subject: RE: Europa-List: Rotax 912/914
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?
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12-Jan-08 14:04
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