hyundai

Jab engines rely on rich mixture to keep them cool so a drop 26 to 18 ltr an hour means the engine is running leaner. .?????

The AFR gauge works with the EGT o monitor your engine depends on the temp out side at times it will run without richer mixture. I bought mine from eBay but I looked and the one I bought no longer there but other models. Mine bought a oxygen sencer

Holden commodore fitted to exhaust

On tail pipe 2 inch down from tail pipe weld. I have done 530 and no valve probs as yet touch wood.

Ok I think FI will be my next project.

What is the noticeable power gain on the 2200.

I have a 2200 jab it has Air/ fuel ratio gauge a must, EGT,s on 3-4 1-2 coming soon gauge that is. And last a 2inch butterfly on the intake into aircleaner. On cruise it will lean out I just close the butterfly a little and that riches it to Rich of peak. I don't know how I could fly it without this setup.

I have been very interested in FI for 2200 jab I think it would sort out the EGT different on cyl. Has there ever been any ECU failures to date as I would keep the bing as backup. The problem to date is the ausy dollar not good.

Has anyone had beed slip due to low pressure on 10 ply tyres. By the way jab brakes are not good enough

to slip the tyre I am sure. I want to add the extra jab calliper to my jab any secondhand out there.????

Hey Russ

Yes I know what you mean but they are so tight on the beed I don't think they would slip ????

I just bought 2x 10 ply tyres from jab for my j160. The only thing I found don't put to much pressure in them as the are very rough. I have 15 in them still a bit rough on grass strip.

I read what you say John about Nikasil we have to look at other engines like Rotax they reach TBO. I was talking to Stiffy he explained that it is very hard and expensive

to manufacture a barrel and head in one and then Nicasil it. I wonder what cont and lycom do with there all in one cylinders.

You might be able to go slightly bigger and get away with it. If you go to a metric from AF or whatever it is you can sometime minimise the oversize. Nev

Hey guys I have a problem one head bolt has stripped in the barrel. Not much room for a helicoil. .????

And this is on my jab 2200.

Hey guys I have a problem one head bolt has stripped in the barrel. Not much room for a helicoil. .????

So CASA would step in if therew ere multiple 747 engine failures. They have stepped in with Jabiru saying that there are multiple failures and the rate is increasing. They also state that they don't know why. They also state they have confidence in Jabiru.What they will not state is the actual number of engine failures and the cause of those failures.

Funnily in the USA the safety record of Jabiru is the best of all LSA aircraft. The statistics in USA sshow that the Jabiru is only marginally worse than the C150, remember that the C150 has been flying since the fifties and all the problems have had years to be sorted out. If you were in the USA to planes to avoid would be Remos Evector and Czech Sport Cruiser, but the Skycatcher, C172 and Tecnam are all poorer than the Jab for safety.

If Rotax where air cooled they would have maybe the same problems. CASA are a governing body they don't have to state anything.

I think you all are missing the point CASA is a aviation governing body, If a 747 kept having engine failures they would step in and demand a fix to the problem for our safety. Jabiru have learned a lot from there early days I was down at jab last week and they are testing the new 2210 there is no fly it for a few hours and put it on the market because CASA are looking over there shoulder. I believe they Jabiru will get it right.

I have one thanks.

Dazza may be just a bit confused. The latest engines are apparently hydrolic i.e. they use water for lubrication.

You really should get a life.

A colleague with much more expertise and experience in these things than me has suggested that the cylinders appear to be a pressure casting and possibly/probably a derivative of 242 alloy and so good for about 250C. An improvement on the current alloy's temperature handling capability. He expressed some concern about the finning arrangement and suggested that it is likely to put the exhaust valve temp up, unless they've gone for high-conductivity valve seats. The higher temp is going to put the oil temp way up, in the rocker boxes; so they will need to increase the oil flow greatly . He was not very optimistic about this development saying that it will simply move the failure points rather than eliminating them.

Just home from a 15 hour jaunt.Cht variation was the same as yours, only a single probe though.

Kept me happy enough.

 

PHIL

Guys:This is not going anywhere! All I did was asking for advice on how to properly seal my rocker shafts :-(

 

Avocet; I can see from the picture of your installation that the bottom of your rocker boxes are perfectly dry without any oil spill- so what did you do?

 

Thanks

You are kidding right? 205F = 96 C. Mine don't go below 145C in cruise.......

I'd be interested in the response from ATC if you responded with"..... transiting CTA would improve the safety of this flight however I do not hold a current general aviation pilots licence".

 

I suspect that they would issue a clearance anyway. In that situation I believe that ATC would be responsible for the incursion. If they are aware of your status and give a clearance anyway you are operating under their control.

 

What do you lot think?

With all the high tech talk on this forum put your heads together and make the perfect engine. Yep all talk I think.

I have removed the LCHeads from my Jab done a 2.5 hour flight temps where around 190 - 205 F on cruise I am happy with that. I don't know why I put those darn LCHeads on in the first place. On take off I lift off push the nose forward get the airspeed and let it gain altitude, no pulling the stick back to impress the people on the ground. You can do that with a rotax 912 not a Jab.

There are millions of side valve engines thanks to Briggs and Stratton. The "L head" are a good design suited for a low revving, high torque arrangement.

I for one am one happy user of the LCH´s on my (previous broad finned head) mech lifter 2200A. From the production # it is evident that my heads were manufactured sometime in late 2013. I was forced to make a choice between new aircooled narrow finned Jab heads and LCH when I due to plain ignorance overheated my two rear heads during ground running and they went "plastic".Pricewise the LCH conversion kit from Rotec won hands down, as it turned out I would have to substitute my heads with the newer narrow finned ones. Another reason for making this swap was an intense desire to reduce the possibility of detonation.

 

A "happy user" does not imply that everything was initially plain sailing with these heads. I went through the first ordeal when I test pressurized the cooling system: the connector banjo´s on top of the heads refused to seal properly. I am embarrassed to admit that it took a while before I discovered that I had installed the banjos upside down :-( Things perked up after this!

 

Still with comparatively few hours on the LCHs (apprx 50), mainly due to dismal winter weather (I HATE those stories of beautidul flying weather that always seems to prevail both Down Under and in the US), the next issue was lubeoil leakage due to worn o-rings on the rocker shafts. It turns out that center groove for the 1/4" capscrew intended to lock the rocker shafts in place, is too deep: the shafts were oscillating along with the rockers and could not be kept still. Substituting the capscrews with others having an unthreaded part, solved this- but not the entire oil leak: the orings still wear out or flatten or soften up, or whatever. Presently the leak is just annoying and I have a program going trying to introduce some super sealant as well in the oring grooves. If that does not help I will substitute the shafts with 12mm diam close tolerance bolts, using bolt head and nut as a positive sealing surface.

 

BUT the heads are cooling as advertized. Very seldom I have as much as 90C on the cooling liquid and 120C on the cht. A far cry indeed from the previous 170C on the aircooled heads.

If you want liquid cooled heads, why not buy a D-motor? bound to work out of the box, no problems, direct drive, FADEC, set and forget, turn the key and go. Fits on a jababoreu mount

The best place for the carburetter(s) is under the motor for safety reasons. With direct or port injection it wouldn't matter. The actual cross flow does not do much for heat variation, but designing more fins around the hot parts and flowing cooling air correctly, does. Most of the engines we are considering don't have extra cooling around the exhaust side of the heads and are symmetrical pretty much as far as ports are concerned.It would be practically impossible to billett machine an LCH as you can't do the water jackets without subsequent welding or an extra gasket, or join.

Most aero air cooled engine cylinder heads are cast with some being forged. This is really high quality work with metal dies and vacuum casting techniques. High cost and prohibitive for low volume. You get what you pay for. Nev