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I will know for sure soon, but have not tried more than 50% yet. I did talk to the engineer that did all the development of the engine for Titan and the engineer that reverse engineered the continental FI for the Lyc engine that Titan used and both said no issues. They did a lot of dyno time with Mogas, however they recommended to keep about 20% 100LL in the tanks just for the benefit of the valve seats. They said 20% was more than enough to provide adequate lead. I do have a return line that seems to recirculate about 8 gph in cruise.
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Hi folks, I had an enjoyable an informative day in Belgium at the UL Power factory last Friday. We saw the process of their robotic CNC machines milling out the crankcases and got the full tour on their range of motors. Final assembly & test running is carried out at another motorsport facility elsewhere under the group ownership.
The question as to why they show power at RPMs such as 3300 on some models was quickly answered by the fact these sometimes make their way into small helicopters in Italy and elsewhere in the EU. They also will fabricate (and test) an engine mount for your Bearhawk, and have already done this for the 4 place Bearhawk under advanced construction in Poland which used a 520T motor, with Bob Barrow's approval.
That 520T motor is certainly a work of art to behold and I really loved the ability to plug in a laptop for diagnosis and setting up. Many necessary sensors for all parameters required are already there and able to connect to things like a Garmin G3X etc.
Their turbocharged 520T is 220HP @2700RPM and is priced at €43,000. Delivery they say about six weeks. Warranty is three years. Weighs about 30kG (66lbs) less than a Lycoming IO-360.
Runs on Mogas or Avgas...they actually prefer mogas and showed us motor components such as pistons and valves etc from older engines and certainly the mogas burning ones were a lot cleaner inside.
blocks.jpg crankcases.jpg Laptop.jpg
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I owned and operated a 350iS for about 5 years and 400 hrs. I was a relatively early adopter in North America back in 2011. Love the design, economy and ease of maintenance, but I had to deal issues that were later resolved in later models as they grew a larger base of users/useage. The one overall squawk I would have is that the required inspections require require minor disassembly of small fasteners in aluminum components. You have to be careful with torques and clean threads in aluminum ( and I was), but despite that I put in a fair share of helicoils into varying areas of the engine over my ownership period. Front main crank seals didn't seem to last as long as I would have liked. Stateside service was excellent and part availability was generally good with Ray at Kaolin Aviation and Wicks. Overall, I would consider a UL engine again - think it would be harder to operate anything much more economically. Having said all that, for my Patrol I ordered an IO-360 thru AviPro.
Dave from MaineComment
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