Online Community of Zenith Builders and Flyers
I've been requested by several Zenith builders to make this post so builders can ask questions about UL Power Aero Engines and I can respond publicly so other builders gain the benefit of the the exchange.
To start with here is a link to Zenith's webpage showing the Engine and FWF Kit pricing.
UL Power North America, LLC
573 434 0075
Does anyone have any performance numbers (cruise speed and fuel flow, etc) for a CH750 running a UL350 engine?
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.
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?
building from plans
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, thanks for the comments, I appreciate it.
The 3300 is on my "radar", but I am just starting my research.
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.
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.
I've started a new Technical Blog for ULPower. If anybody wants to join please send an email to me at RHelms@ULPower.Net.