BrendAn

He only needed a tooth count. I know the 700e and 700t use different ratios but he may be able to supply a drive gear and driven gear in 700 e ratio anyway. Otherwise I can flog it off for parts. It's only something to play with.

Waiting on the agent in America to get back to me. He is going to see if he has the gear. Being a turbo there are quite a few differences to the na version which he has everything for.

never seen so much wiring for a small engine, weighs a few kilos on its own.

tryed to turn over the hks today and it was locked solid. seems it came out of a wreck i thought i better pull the gearbox and have a look. its not too healthy. broken reduction gear. interesting thing is it has a slipper clutch, didn't save the gear though.

who cares that you could make a 1920s car backfire. i used to have respect for you but not after the shit you said about me earlier. accusing me of being on here with different names.

please stick to aircraft or find a car forum

people say its dangerous for 9 series rotax to have carbys mounted on top of the engine yet when do you ever hear of any catching fire. about as often as you hear about them back firing.

heard of the memphis belle. i will call the xair the taco bell

there are lots of 618s around, still a lot flying now. i thought you worked on most aircraft engines. they have 2 different carbys. good for 1000 hrs plus flown by the book . crankshaft breakage probably happened with cold siezure, not a common problem.

For the Rotax 618 UL, the main jets typically differ between the PTO and MAG carburetors, with common stock settings being #135 (PTO) and #145 (MAG), though these can change with altitude, intake silencers, or specific setups, with larger jets (like #160/#170) often needed at lower altitudes or with silencers to prevent running too lean, a common issue for this engine. Key Jetting Information Standard/Altitude > 5000ft: #135 (PTO) & #145 (MAG). Sea Level/With Silencer: #160 (PTO) & #170 (MAG). Why Different Sizes? The 618 uses two different carburetors, and they require different fuel flows for optimal performance,

Surprised you haven't heard of that before. It's well known . My egts both run around 600

My 618 had the intake silencer box removed. They had to rejet the carbs to allow for the change in restriction. Interesting thing with 618 is the main jets are a different size in each carb.

Any filter can block up. That's called maintenance. When you change or wash them at required intervals.

I only have one alias which is my real name. How does it help safety when you come on here talking crap about 2 mt backfires and saying we are using filters not fit for purpose when they are designed for Rotax and have a part number for each model. Aren't you the same bloke who defended finemores dragging a trailer for 65km with all the tyres blown . Look at yourself before you make up stories about others.

i haven't made judgement of you. just pointed out you can be guilty of exactly what you accuse us of. but i do agree things can come across as agressive when that is not the intention, keyboards don't convey emotion very well. i am guilty of pulling your chain, only because you bite so well. i will try and stop doing it. but everything you said about that gyro was wrong. (sorry i slipped back into my old ways😁)