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That was me, you can say it. If you can't beat em. Join em😁.

Has this website turned into an auto forum? I saw someone complaining about another poster talking about car engines, and that someone roasted the other poster, and told him to go to an auto forum!

Anyone can be a comedian, but don't just tell lies to twist the truth. I did not say backfires were inevitable in a Rotax. Any engine can backfire. It's just plain ignorant to paint a picture of a manifold blowing an engine of the aircraft. We're talking about routine issues with engines here. Maybe a crossover pipe helps smooth idling, maybe its some other issue with the combination of equipment and layout. I worked with 4 carbies a lot and nothing beat careful adjustment there. Some people would use a vacuum balance, but having exactly the same length, optimum jetting, adjusting cables for smoothest idle will give that idle. No matter what you do, the cables will have minor reseating, adjustment in the bends etc, and this maybe is what the balance tube allows for, but the optimum is not to have out of tune settings.

Yes, l have towed gliders with the first PA-25 Autotug VH-CTA fitted with a Chevy LS1 350ci. Goes up very well and comes down like a well trimmed toolbox at idle power. Robert

That will stir Skippy UP. Nev

the pneumatic ones made by Carbtune are really good, they used brass rods and didn't bounce around like gauges. I have also used a digital balancer from Aircraft Spruce called the carb mate https://www.aircraftspruce.com.au/catalog/eppages/ts111kitcarbmate.php it seemed to work really well also

whatever happened to the lever system that was being developed by Kyle Communications ? you would set up this system once and it would seem to me to be able to stay in balance for just about forever, then you don't have any issues with cables because there is only one cable going from his system to the pilot hands. Using pushrods or hard connections for the throttle seems a no-brainer to me because there is nothing to stretch or go out of adjustment

I started my apprenticeship in 1969 working for Bedgood's Bakery at Paddington in Brisbane. At one point the Datson 1200 delivery vehicle overheated and cracked the head. We had an old retired Morris J-type parked in the corner. I looked at the engines and they were so similar I removed the head. All I had to do was grind a little off the bottom of the thermostat housing to clear the Datsun water pump and it fitted right on.

On the other hand they were smart enough to simply copy a well proved design just like the Japs did to produce some very successful post war motor vehicles.

Yes it does, but some industries start with that, then extract more and more power flowing more carbies. Jetskis are a good example, much the same size hull, but currently selling models over 300 hp.

I recall a comment from a LAME with a lot of Rotax maintenance experience: he said that almost all the carb balancing problems he came across were due to poor installation and/or maintenance of the cables and linkages. I have only worked on one Rotax (my own) but went to some trouble to set that all up with swept cable bends etc. Some minor cable adjustments were then required in the first 50hrs, thereafter I still checked regularly but no further adjustment was required.

Not meaning to be sarcastic (well maybe a little bit) but a single throttle body beats 4 carbies anyday.

When the rotax back fires, which turbo says is inevitable, the extra manifold volume full of explosive vapour will not just set fire to the K&N filter(s) it could blow the engine off the aircraft. 🤣 On a more serious note, at altitude in very cold air fuel vapour could condense in that large un heated non standard crossover tube. Not sure if that would be a problem. If it ain't broke don't fix it. Doing nothing is free. Fly or fiddle, that's a personal choice.

IF the cable fails, the throttle goes to OPEN. Nev

Not really, but, hey did I tell you I got my new ASIC card the other day, all good for another 2 years. Cheers🙃

A U tube connected to both sides would do that or a simple flow indicator that works in both directions. The thing you need is for the settings to remain where they are when set. Nev

Agree, however I'm happy with life on my little Carby island surrounded by water. Have to be careful of the crocs, sharks and 'R is' gremlins (on the rare occasion they show their heads) and associated costs.🙃

One of the attractive features of this Forum, is the wonderful tangents the conversation can go to, without people getting all huffy about adhering to the origional topic. Sure it can be frustrating, if you are after targeted advice - most often a gentle reminder, will bring the responders back on topic.😈

Problems are often Hard to diagnose. Sometimes only done by swapping items till the faut is corrected.. Self testing built into the system can be done. Nev

It's pretty rare for efi to give much trouble these days. In saying that, if you seen the Birdsnest of wiring and crap on my hks engine you would never put it on an aircraft.

I have used a pair of cheap (Asian made) twin carb motorcycle vacuum gauges, for about 15 years now. They are excellent! Come with a little adjustable valve for each tube, so that the needle pulse fliker/bounce, can be "removed". The "face"/ needle, can be zeroed if needs be. I had to purchase longer vacuum hose, so that I can have the gauges in the cockpit, while engine running. I always swop tubes, to assess consistence of reading - so far no discrepancy. Can't understand why people go and purchase expensive digital/electronic stuff ($500++?) when something like this is all the owner maintainer will need. ($21-$51) 😈

FORD T and A models in Pietenpols.. Holden alloy V8s in Glider TUG planes. Nev

Hi BrendAn, I stand to be corrected; - Mercedes have never made a 190 car. They have made a series of 190 engines (190, 190E, 190D, etc). The 190 refers to 1.9L. The car, the engine is fitted to, wil be a W??? 190?😈

BrenDAn there's some mention of the BMW Neue Klasse " Inspiring" the Datsun 1600 Motor but it doesn't appear to be anything like it externally or technically and had many variants. The 200B preceded it but was considered too BIG for the High cost Fuel Market at the time so the smaller capacity engine was used. There's NO comparison between those Beemers and a Datsun .At one stage the BWW ROAD Motors were the basis of their F1 Motors. We did have one of the Beemers come in that was MAKING Hard Metal in the valve gear section (Hard steel on Hard steel) and the metal bits contaminated the rest of the engine and Knackered it, EVENTUALLY. Might have been an early Model. I think they warranteed it. If you are interested look up the Coventry Climax FWB Motor. The fire Pump Engine that Became a race car Motor. It looks like a Datsun. and became the inspiration of the SMALL Hillman IMP car engine. Also IF you can dig it up the details of a 50s/ 60s MERC. 190SL Coupe engine 4 cyl and view that. Nev

I'm happy with carbs, don't want the expense of 'is' diagnostic gear, programs and the headache of chasing fault codes. UL & ULS; the parts, maintenance and associated costs suit me and I pretty much know the critters inside out. I'd be happy still with cars of the 70's and 80's with the upgrade of points to electronic ignition, and stop there. (Don't miss bonnet up in the rain attending to the needs of the points. It was character building.)

The origional carby one will do me nicely. As I understand, the injected varient of the 912 has two advantageous over the same carburettor engine; Better fuel econamy Greater (total?) resistance to inlet ice. The disadvantages are significant; Much more expensive to purchase. Greater complexity - almost impossible for the average home mechanic to do anything with the fuel delivery throttle system. Potential to be very costly if goes wrong. Repeating what I have read- The 912is fuel savings; Could take the average owner/ pilot near 20 years to equal the greater purchase cost. Are possibly attractive to flight schools/hire operators (fast hour accumulation), assuming the sale of high time engine is attractive to 2nd hand purchasers. 😈

As usual you are right Nev however they later updated to overhead valve. Morris J-Type engines are the robust, utilitarian powerplants, primarily the 1476cc side-valve four-cylinder derived from the Morris Oxford MO, used in the iconic Morris J-Type light commercial vans from 1949, later updated to the 1489cc BMC B-Series overhead-valve engine in the JB model and Austin 101 variant, known for reliability in various service roles like postal delivery.

I had Nissan Skyline , bought 2nd hand, back in the early 1980's Not sure but think the engine was 2.4L. Car all Nissan, disk brakes, independent suspension & very nice to drive - engine looked to be almost an exact copy (less the star on the rocker box) of a Mercedes.😈

I did Point THAT out.. They are BIG Bucks. Nev

The Morris J Van had a Sidevalve Morris OXFORD motor in it. About 2 Litres. Early 50s Vintage. Good at cracking valve seats. My Cousin delivered milk in One. HE OWNED the dairy as well and I reconditioned Plenty of them where I worked. Early Datsuns copied Austin (BMC) motors. Not the BEST motor to have copied. BrenDAn I've serviced a Merc 190 . ( a very COLLECTABLE CAR) and MY best Mate rallied Datsuns from the 1600 up to Stanza SSS factory Racing specs and components. There's NO BMW motor I've seen that remotely resembles the Datsun Have a Look at the Merc Motor 4 Cyl single cam. Nev

912is does away with all this drama

where can i look up your information. i have never heard of the 180b being a merc copy. i know the datsun 1600 was copied off a bmw and a lot of people say it was better than the bmw. ford bought into mazda when the rotary nearly broke them

Unless you highly restrict the Vacuum gauge, the Needle will be just a Blur. One carburettor per cylinder is Best of all. . Nev

It could have been so easy for them as they have their patterns / casting method and could have just allowed for a bit more material so a larger diameter hole could have been made. In my opinion they miss a possible opportunity to perhaps make an improvement on the Rotax design. Opportunity missed , I say.

..... shape of which would put Formula 1 seat molding technology to shame. As a result Oscar Piastri showed a lot of interest and contacted Turbine Moulded Seat Technologies P/L who, ever astute, had picked up the licence worldwide. "Why did you spell "Moulded" that way?" asked Oscar "And can I have a drive of your Little Red Corvette (thanks Prince), as I have never been in something with that much grunt and finesse?" Turbo thought about it and said ".....

.......the NES lapsed into silence at this profound statement by Mr Jones, or Jonesy as his mates called him. Interestingly, he was one of the pioneers of the Recreational Aircraft industry, living in a time when fathers would carve out a solid piece of wood into an aircraft (even though Wright Bros Exhibitions hadn't yet been started). These model aircraft flew extremely well - into Mum, the cat, the dog or the horse waiting patiently outside harnessed to the cart. Many carts were wrecked due to low flying aircraft. Turbine Jones thought on this as he read his Bible, and when he got to where Moses parteth the waters with just a speech, he decided to carve a full RA size aircraft from a Giant Sequoia. The finished design was beautiful when the carving was polished. He had a body contour seat, a ........