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Jacques.Voynaud(at)cegepa
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 Posted: Wed Apr 08, 2009 10:39 am Post subject: Installation of a 912S |
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I know of some list members who swiched from a Rotax 912 to 912 S 100hp engine in a Classic 1V before. Is there any major modifications to the frame or engine mounts or cowling to perform in order to do that? Secondly, is it worthed the the expense in terms of performance? I’m thinking of taking advantage of Rotax exchange program, wich ends at the end of this month.
Jack
C-FASJ
Classic 1V
[quote][b]
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clint_bazzill(at)hotmail.
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| Posted: Wed Apr 08, 2009 11:34 am Post subject: Installation of a 912S |
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I have converted from a 912IUL to a 912ULS in 1999. The only problem with a 912ULS is the forward engine mounts are approx 1/8 to 3/16 inch further forward. The oil tank is a little higher in the ULS. I used my old tank and gave the new tank to the new owner. I use slightly different power settings as I have an IVO prop. Performance is great wlith a Model IV. You can call me off line for more info if you desire.
Clint Bazzill Model IV-1200 1430 hours. (650) 712-1802
Date: Wed C 8 Apr 2009 14:38:13 -0400
From: Jacques.Voynaud(at)cegepat.qc.ca
To: kitfox-list(at)matronics.com
Subject: Installation of a 912S
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I know of some list members who swiched from a Rotax 912 to 912 S 100hp engine in a Classic 1V before. Is there any major modifications to the frame or engine mounts or cowling to perform in order to do that? Secondly C is it worthed the the expense in terms of performance? I’m thinking of taking advantage of Rotax exchange program C wich ends at the end of this month.
Jack
C-FASJ
Classic 1V
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ronics.com
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lesecskt(at)gmail.com
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| Posted: Sun Apr 19, 2009 6:04 am Post subject: Installation of a 912S |
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Jack,
I am currently making this conversion in a Model IV 1200. I have not flown behind the new engine yet (possibly next week) but expect a significant increase in performance and versatility with the extra 20hp and a in flight adjustable prop. I doubt if it's worth the expense and hassle unless you actually need to replace your engine. However, if you need to shorten your take off (for safety reasons) or are flying floats, or need better climb at altitude (high mountain flying), then it might be worth it.
Here's is what you can potentially expect in making the conversion: You will need a larger radiator (which may not bolt in the same holes), you will need a oil cooler (you may already have one, I didn't), you may (likely) have to modify your firewall to accommodate their new HD starter, you will want to make sure you have the HD engine mount (see Kitfox SB 54A), and finally, you may have trouble with fitting the new oil tank do to height.
If you don't have the old style tank (shorter and fatter), then you have avoided the biggest dilemma. I solved the problem by cutting off the drain bolt and re-routing the wiring that rests on top of the engine. This was hassle an gives me just enough room and it may not work in all cases. You can keep your old tank and I know at least a couple builders who have, BUT. When I asked the folks at a very qualified Rotex Service Center, they had concerns about doing this. The new tank fittings are larger in diameter, and the system was designed this way. The concern was about possible oil flow restriction in and out of the tank.
Les Evarts
Kitfox Model IV-1200
On Wed, Apr 8, 2009 at 12:38 PM, Jacques Voynaud <Jacques.Voynaud(at)cegepat.qc.ca (Jacques.Voynaud(at)cegepat.qc.ca)> wrote:
| Quote: |
I know of some list members who swiched from a Rotax 912 to 912 S 100hp engine in a Classic 1V before. Is there any major modifications to the frame or engine mounts or cowling to perform in order to do that? Secondly, is it worthed the the expense in terms of performance? I’m thinking of taking advantage of Rotax exchange program, wich ends at the end of this month.
Jack
C-FASJ
Classic 1V
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Les Evarts
Kitfox Model IV-1200
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