Replies to This Discussion

Permalink Reply by Geoff Klestadt on December 17, 2012 at 2:56pm

Does anyone have any performance numbers (cruise speed and fuel flow, etc) for a CH750 running a UL350 engine?

• ▶ Reply

Permalink Reply by Robert Helms on April 21, 2013 at 9:08am

Hi Geoff,

The cruise speed of the 750 is really limited by the airframe more than the HP.  If you cruise around 100 or so you will probably burn about 6 1/2 gallons and hour.  If you go to full throttle you might see a little faster cruise but I'm not sure.  If you slow down to 80 or so I bet you'll be around 5 gph.

 

In the new 750 Cruzer with the 350iS it does about 100mph on about 4 gph.  Take it up to 2800rpm and it does 118mph and 6.5 gph.

 

I hope this helps.

 

Robert

• ▶ Reply

Permalink Reply by Carlos Sa on April 12, 2013 at 8:25am

Hello,

More than a year has passed since the start of this discussion, but not much activity.

Maybe now the user base is larger and we can have additional data points.

I am at a point where I need to make a decision on the engine for my CH601-HD (yes, "HD").

I was leaning towards the Jabiru 3300, but it looks like it's still having issues with heat.

I want something I can install and, except for routine maintenance, forget it.

So the question is, what have been the majour "pain point(s)" of the UL Power engines?

How many, per model, have been delivered so far?

What other statistics have been gathered?

For the Zodie HD, would the 260iS provide enough power?

Carlos Sa

Montreal, Canada

building from plans

• ▶ Reply

Permalink Reply by John Austin on April 14, 2013 at 7:39am

Carlos,

I have a relatively recent-production Jab 3300 (#2427) in my STOL CH750. Early Jab's had a reputation for cooling problems, but the engines have been in continual improvement/development and engines beyond #2331 have a different head design, larger cooling fin area, deletion of external oil lines, hollow push rods, redesigned intake plenum, diffusers, and runners. It certainly took some tweaking to get the cooling correct in the 750, but it's a high drag/slow speed airplane and they're the hardest to get right. However, it was not too difficult to achieve and I enjoyed the process!

I have ZERO experience with a 601/650, but it's my take that with the clean airframe and higher speed, the Jab 3300's aren't particularly prone to cooling problems - perhaps someone can correct me if I'm wrong! With no more tweaking than I had to do for the 750, I think a recent production 3300 would be a piece of cake for the 601.

I'm not advocating you use a 3300, just saying it's a very different engine from earlier models. It still uses the Bing carb, but I have found it entirely satisfactory and appreciate the simplicity vs. fuel injection and the requisite extra fuel line plumbing, etc.

John

N750A

• ▶ Reply

Permalink Reply by Carlos Sa on April 18, 2013 at 5:34pm

John, thanks for the comments, I appreciate it.

The 3300 is on my "radar", but I am just starting my research.

Cheers

Carlos

• ▶ Reply

Permalink Reply by Chris Aysen on April 19, 2013 at 8:27am

Either of the Rotaxes, 80 hp or 100 hp, would be suitable with the 100 being the best choice. Compared Lockwood's price on the 80 hp to the Ul Power 260i and the Rotax was cheaper. If the price on Lockwood's page is right? No matter the gripes about their cost they are still the best engines for light sport aircraft.

My two cents.

Chris

• ▶ Reply

Permalink Reply by Robert Helms on April 21, 2013 at 9:11am

Hi Carlos,

I think we covered all your questions via email but in case others are wondering the same thing I thought I would post here too.

 

There is one Ch601 with a UL260i.  The owner is happy with the performance.  Most others have gone with the UL350iS as did Zenith in their demo plane.  The added HP is more expensive but nice to have.

 

Keep in mind the "i" can use 91 octane and the "iS" needs 93 octane.  You can use 100LL but the lead is not good so mogas is better.

 

Regards,

Robert

• ▶ Reply

Permalink Reply by Robert Helms on April 21, 2013 at 9:13am

I've started a new Technical Blog for ULPower.  If anybody wants to join please send an email to me at RHelms@ULPower.Net.

• ▶ Reply

Permalink Reply by Eugene Meintjes on June 25, 2014 at 2:22pm

Hi Guys

I have UL 350 in a CH750.

What must the oil pleasure be as well as the EGT figures when in the cruise

• ▶ Reply

Permalink Reply by David J. Beaulieu on June 25, 2014 at 8:34pm

Hi Eugene,

From the UL operators manual I have the limits as:  115 PSI (cold start), 30-75 PSI (above 2000 RPM),

14.5 PSI for range less than 2000 RPM and greater than 900 RPM.

Dave

• ▶ Reply

Permalink Reply by Timothy D. McCall on April 22, 2015 at 2:13pm

Hello Eugene

 

How is your UL350 working out for you?

 

Tim

• ▶ Reply

Permalink Reply by Eugene Meintjes on April 22, 2015 at 10:58pm

Hi Timothy , i think we have an agreement now , 55 hours done , and the UL just run very nice . Did some oil changes and did Valve Tappit clearance once and did check them again on 50 hrs and no changes , so thats good , it never have a hiccup or any trouble at all temps well in specs , still fiddle with prop angle setting and that give me a Oil temp up or down , as now on 19 degrees and cruise on 80 to 90 miles at 2800 rpm oil temp 99 to 103  degree Celsius

Take off max power 2940 rpm and up and climbing less than 100 meter of runway and we are sitting at 4000 ft and hot weather , so is that OK or just not bad ?

Fuel burn less than 20 liter per hour and all my flying so far is just up and down and around the farm

So me very happy with this Belguim up front .

• ▶ Reply

• ‹ Previous
• 1
• 2
• 3
• Next ›
• Page