LORENZ

Did you go take a look at her Joey?

If I recall this Highlander has quite a few LBS over his other Highlander, and this one has different wing tidbits?

Any bets?

10% better STOL performance over the 115hp Rotax 912 he had in it?

This whole time I thought they were Rotax parts. 

You cold seized the motor, scored the sleeve and piston, and then felt it was OK to fly her again?...  You have some chutzpa to blame the motor. 

The motor has to be run up to full operating temp at 4500rpm for 4-5 minutes AFTER taxing to the runway, before applying full power for TO.  The steel sleeves have to be heated and expanded or it will cold seize just like you described. The piston litterally will not move in the sleeve until the they both cool down. Running that motor again without honing the cylinder and replacing the piston is your own fault and probably the cause of the second outage. 

Im sorry to be harsh, but telling half the story while bad mouthing a 2 stroke motor that Rotax has sold more than 50,000 units of, over 3 decades, based on your experience that you just described, isn't completely fair. 

-What did your warm ups regiment look like while running your 2 strokes?

-That synthetic Amsoil stuff mixed 100:1 is good stuff, how did you like it?

- When it cold siezed on you the 2nd time what was the scenario. Flat and level for 45 minutes, practicing touch and goes, full power and just getting into the air after your run up?

Can you weigh a Rotax C Gear box for us. I have the weights of my 582 and 670 that I just had rebuilt. She came back from Rotax Rick last night. 

It would be a great side by side comparison of weight. I'd much rather have the Yamaha in my bird for the reliability.  The 2 stroke 670 was the easy and quick answer. It may have been more expensive as well, all said and done.  I just simply didnt have the time to commit for the labor on an engine swap or you would have had my money for that pretty RX1 adapter. 

My next bird will have a Yamaha or Kawasaki conversion.  They're amazing motors  

Im not so versed on the exact reason aviation engines were designed in the turn of the century with a second plug, but, my best guess is they would foul pretty easily. Weather it be from a rich mixture or lead fouling the plugs, they became a weak link. The mags and cap and rotors of the day would fail as well. I can't tell you how many ignition problems Inhave with my 1976 Baja Bug VW motors it's incessant and POS design from Porshe. My sand car with a 2180 VW had the same ignition issues. From the coul pack laying over when it would heatnup to the cap and rotor not holding the timing internally, there just not reliable. I dont know how guys can fly behind a VW with good conscience.  2 plugs and 2 ignition systems is a band aid, not the answer in older tech aviation motors.

In todays world of digital ignition and individual coils that fire individual plugs, the ignition system is no longer the week link. Old habits and thinking dies hard. A second plug on a system that doesnt foul plugs, is fixing a problem that doesnt exist. 

There's no room in the head for a second plug on the yamaha. 

https://youtu.be/bOzMpqXWf6Y

This is what that motor should sound like. Clean and crisp with zero lope.  I have a feeling he needs to have those injectors ultrasonic cleaned. They're probably gummed up from sitting for years  

It doesnt sound right, there's a pretty heavy miss. 

OWMS effects thinking men of all ages, it does not discriminate. 

The DSM-5 actually speaks to fuddy dutty thinking without a basis more than it speaks to the age of those inflicted with the disease. 

hahahah

I'm not sure how many failures youve had in you cars ECU since 1994, but my EFI and ECU's have been pretty bullet proof for 2 decades and a million miles now.  But, shoot, what does the industry know after 30 years of cumputers and fuel injection in cars. 

May I introduce a new disorder that I've never encountered until I started looking at buying a plane and getting involved in the aviation community. 

OWMS, otherwise coined Old White Man Syndrome. 

Yamaha just released the 2017 factory TURBO version of the 3 cylinder motor. I hope you can get a mount together that is as nice as the one you have for the Yamaha 4 cylinder RX1.  It will take 1-2 years before the prices come around on one of these wrecked or salvaged snowmobiles  

180hp may be out of the Rotax C gear box range.

https://m.youtube.com/watch?v=Wxy-j4rZdMk

Those Rotax C Gear box clutches dont hold up to the 92hp of a 670. They're good to the 65hp of the 582, but anything more than 100hp, the clutches have proven to be the weak link and wont hold the power. 

I was going to put the clutch in my 92hp Rotax Rick 670 and was talked out of it by Rick.  I like the idea of less wear and tear on the gear box with the clutch and was willing to throw $500 into the new 670 build, but I was talked out of the clutch. 

Why would you go back to the warp?

Is Micheal making the peddles any longer?  Id like a set.  If I'm lucky enough this many years out give me a jingle. (619) 300-335one, sean

Rotax 670:   5200rpm 65hp

Rotax 582:   6800rpm 65hp

Im trying to wrap my head around an IFA prop VS WhirlWind as a percentage in order to justify the complexity of the wiring and the fidling in flight.  I'm going to be running the 670 with 92hp vs your guys 582 and 65hp.  I also have an AeroBat with a Vne of 150mph.  She weighs in at 568lbs

1) At take off and full power climb am I looking at 10-15% better performance or less?

2) At cruise what kind of % better performance will I likely see? An extra 10mph

3) GPH performance when pitched to perfection at cruise? 1/2 gallon or less?

4) My guess is that 30% extra HP of the 670 may negate the benifits of an IFA to were it's not worth the $ and extra complexity.  I get to run a much lower RPM as it sits compared to the 582 to make the same power which effects the GPH tremendously.

You should probably stay legal, and let us riff raff reble types play with the gray areas. 

Wanna sell it?  Im in the same debate. I'd cinsider buying you're IFA hub from you. I need longer blades because I have a 670, not the 582. But the IFA hub will work for me.  I'm looking at 72" UL blades or 72" medium IVO's. 

I wanna be like Joey when I grow up. 

I googled Matco Prop and came up empty. Any info or specs on it?

Thanks for bringing simple innovation to us.  

Me and you talked some 4-5 months ago.  I had just looked at your Kitfox in Tuscon the week before you picked it up. I'm sure that will jog your memory about our phone conversations  

After tooooo much thinking, I decided to rebuilt my existing 582 for simplicities sake and make a 670 out of it. If I had found a STOL plane for the same deal that I got on my Avid Aerobat I would have taken you up on your offer. I'm just a bit to fresh to be changing too many things around on my first airplane. And frankly, the 670 saves me a couple months of actual flying time vs rebuilding time.  I didnt want to burn myself out, which I often find myself doing, by taking on new projects  

You spent a ton of time on the phone with me, and as a small buisness owner, I know how hard that is to do with every looky loo.  Suffice it to say, that if any one of my fellow Avid owners is considering this engine upgrade, know that you're in good hands with regards to coustomer service and Teal. He's the real deal and is just like one of us. 

It was on my Avid MKIV built in 1994 Aerobat with a 582. VNE of 150mph

A single  blade is 33" long tip to center of he hub. It is 1 piece with ZERO markings. Looks to be fiberglass. 

What do we suppose the pith is set at?  Were there multiple length and pitches of this brand prop some 20 years ago?

I think I'll start a seperate thread.  I need to know all of my options for the 670. I really like the look of wood, but man oh man, some of those Caito props look beautiful. From my preliminary digging the warp drive may be the best value.