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PostPosted: Wed Aug 11, 2004 1:16 pm
by Guest
Lazair_guest_please_registerdetr @ Aug 11 2004, 11:50 AM wrote: Ray - I went to mfgsupply and found this condensor. It doesn't look like the one in the 185. Did you have to modify it? Picture on their site shows 2 prongs on top and in the 185 is just 1 nutted tip. Thx


Best bet is to get the original threaded top post Bosch condensers. You should be able to locate them elsewhere for a little cheaper than what Wildfire gets. I would not use the MFG supply condensers. True they may work but why use them when the right parts are readily available. Same goes for the points. A few bucks saved is just not worth it. With the correct parts you reduce you chance for engine failure and problems. Buy the condenser install tools and flywheel puller to make the job easier.

This is an airplane guys not a lawnmower. If your lawnmower quits it isn't such a big deal. When an engine goes silent in a Lazair it can be a big problem. This is especially true when you are low-time. Go to great lengths to learn how to do this stuff right and you will be rewarded with many hours of trouble free running.

PostPosted: Wed Aug 11, 2004 2:30 pm
by rayjb60
I replaced the condenser with another Bosch condeser from MFGSUPPLY and it is EXACTLY the same as the one I replaced, in every respect.

Here is the detail from my order:


Part # Description # Ordered # Shipped Subtotal

Package #1 - Shipped 07-21-2004 01:06:29 PM :
01-035 Sachs / Bosch / Hirth Condenser (short) 2 2 $5.98


Sounds like guest got the wrong one.

As far as my Rotax 185 engines are concerned this is OEM from Bosch.

Maybe some of the rotaxes out there where shipped with different ones,
or have been replaced with others.

PostPosted: Wed Aug 18, 2004 11:39 am
by detroit
Ray - Could you tell me mfgsupply's point and condensor part numbers for the 185. I ordered 01-013 and 01-036 and found they were not correct. Thx

PostPosted: Wed Aug 18, 2004 2:53 pm
by Guest
Early supplied 185's had solder top condensers. Later supplied 185s had condensers with a threaded top post, nut, lock washer. Later supplied points also are supplied with an eyelet that goes to the condenser. What this means is "No Soldered Connection at the condenser". The manufacturers supply 01-035 Sachs/Bosch condensers are "solder top" condensers. You choose ! I'd call Wildfire and be done with this even if it meant a few bucks more. Of course you could throw the old crusty condensers back in. That would save a few bucks but give you more to think about when you out flying. Pros and cons. You know.

PostPosted: Wed Aug 18, 2004 7:20 pm
by Guest
Can you hear me now ? Good !

PostPosted: Tue Dec 28, 2004 3:51 pm
by rayjb60
Im updating this thread on my engine experiences.

one of my engines gets no spark after running fine for 4 hours, so Ive decided to go the CDI route, to put an end to the most finicky part of the plane.

Perhaps I should have used the $25 condensers after all, but Im not sure if the condenser is even at fault.

CDI just sounds like the best way to go in any case for smoother running at ALL speeds, and for a more powerfull spark that resists plug fouling.

PostPosted: Tue Dec 28, 2004 11:22 pm
by daffy1029
Hi,
Just a note- Wildfire recomends 24-1 ratio for the fuel mix in the 185 Rotax's. So if you are breaking your engines at 30:1, isn't that a little lean? Daffy

PostPosted: Wed Dec 29, 2004 1:14 pm
by Guest
Rotax 185 aircraft engine -Reg's Newsletter 2

SERVICE BULLETIN

There have been some instances where operators have been using 50 to I gas/oil ratio mixes for the Rotax 185cc engine. These engines are used on the Lazair Ultralight Aircraft. This is not advisable. In the original configuration the factory recommended a 25 to I mixture.

However in the Ultralight configuration a 30/35 to I is recommended - break-in and up to 10 hours of operation use a 30 to I mix ratio. After 10 hours a 35 to I is fine. A high quality petroleum base two-cycle oil is recommended.

NOTE using the larger Rotax engine oil mix ratio of 50 to I can and usually does lead to early crankshaft seal failure. Leaks at these areas can lead to lean fuel mixtures causing engine damage, and leaks at the mag side can result in oil on the points thus causing an engine failure.

PostPosted: Wed Dec 29, 2004 8:21 pm
by Guest
rayjb60 @ Dec 28 2004, 03:51 PM wrote: Im updating this thread on my engine experiences.

one of my engines gets no spark after running fine for 4 hours, so Ive decided to go the CDI route, to put an end to the most finicky part of the plane.

Perhaps I should have used the $25 condensers after all, but Im not sure if the condenser is even at fault.

CDI just sounds like the best way to go in any case for smoother running at ALL speeds, and for a more powerfull spark that resists plug fouling.


The fun has just begun !

PostPosted: Wed Dec 29, 2004 8:44 pm
by xgary
185s mix em at 30 to 35 to 1 and you will have littel troubles

some say 50 to 1 and maybe ok not sue i not tried.

do not use synthetics they got less lubricating properties it seems.


Heck i gotta pay more atention here you guys busy here

lol