Page 1 of 1

subaru engines

Posted: Fri Feb 17, 2012 8:34 pm
by BILNEWKIRK
CAPT.GEERT, OR ANYONE ELSE FLYING BEHIND AN EJ22 OR 25 SUBARU ENGINE, HOW IS
THE LONG-TERM RELIABILITY? I AM THINKING OF REPLACING MY O-290-G. WOULD YOU
RECOMMEND IN FAVOR OR AGAINST? BILL NEWKIRK, #376
bilnewkirk@aol.com

-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

subaru engines

Posted: Fri Feb 17, 2012 8:34 pm
by Marcia Moran
I have an EJ22 in rebel 206. It is setup just like it comes out of the car,computer and all. We live at 4729 agl and it does a good job. It is a little weak when we are grossed out on a really hot day, but I don't run it hard and could get a little more out of it. It is the smoothest engine I have ever sat behind, It has 471 hrs on it as of yesterday and I love it. I just got some cams for it that should help quite a bit the way I run it. Hope to get them in soon, but hate to quite flying long enough to put them in rover@triax.com
-----Original Message-----
From: BILNEWKIRK@aol.com (BILNEWKIRK@aol.com) <BILNEWKIRK@aol.com (BILNEWKIRK@aol.com)>
To: murphy-rebel@dcsol.com (murphy-rebel@dcsol.com) <murphy-rebel@dcsol.com (murphy-rebel@dcsol.com)>
Date: Wednesday, November 15, 2000 9:05 PM
Subject: Re: subaru engines


CAPT.GEERT, OR ANYONE ELSE FLYING BEHIND AN EJ22 OR 25 SUBARU ENGINE, HOW IS
THE LONG-TERM RELIABILITY? I AM THINKING OF REPLACING MY O-290-G. WOULD YOU
RECOMMEND IN FAVOR OR AGAINST? BILL NEWKIRK, #376
bilnewkirk@aol.com

subaru engines

Posted: Fri Feb 17, 2012 8:34 pm
by Bob Patterson
Hi Bill !!

I'm not currently flying behind a Subaru, but I have flown a
few of them ! I know of a Rebel on amphibs that has been flying for
over 5 years, with no problems with the engine ...

There were early cooling problems - quickly solved, and a
later problem with the exhaust stacks, because they were wrapped
with heat insulating material (pipes were eaten away underneath !!),
but no problems with reliability, winter or summer, as fas as I know.

Knowing what I do about O-290's (have heard MANY tales of
woe !), I wouldn't hesitate to dump it - the Subaru would HAVE to be
MUCH better ! Try to get a 2.5 Legacy if you can - they're 165 hp.
straight out of the car. I would LEAVE IT STOCK - just polish & port,
if you're ambitious, and add a Marcotte redrive (VERY sturdy planetary
helical gears, at a good price !). Geert and others can suggest
radiators to use, and the Murphy Rotax 912 cowling, with mods,
can work VERY well !!

Guy Marcotte - you can get product info from Ray Fiset, at
888-871-3761 (rayfiset@globetrotter.net), or call Guy directly at
418-362-2569. They are in Quebec, and Ray speaks more English ...

Have fun !
.....bobp

---------------------------------orig.----------------------------------
At 12:11 AM 11/16/00 EST, you wrote:
CAPT.GEERT, OR ANYONE ELSE FLYING BEHIND AN EJ22 OR 25 SUBARU ENGINE, HOW IS
THE LONG-TERM RELIABILITY? I AM THINKING OF REPLACING MY O-290-G. WOULD YOU
RECOMMEND IN FAVOR OR AGAINST? BILL NEWKIRK, #376
bilnewkirk@aol.com
<HTML><FONT SIZE=2>CAPT.GEERT, OR ANYONE ELSE FLYING BEHIND AN EJ22 OR 25
SUBARU ENGINE, &nbsp;HOW IS <BR>THE LONG-TERM RELIABILITY? &nbsp;I AM
THINKING OF REPLACING MY O-290-G. &nbsp;WOULD YOU <BR>RECOMMEND IN FAVOR OR
AGAINST? &nbsp;BILL NEWKIRK, #376
<BR> bilnewkirk@aol.com</FONT></HTML>
*-----------------------------------------------------------------------------------*
The Murphy Rebel Builders List is for the discussion
between builders and owners of Murphy Rebel aircraft.
Archives located at:
http://www.dcsol.com/murphy-rebel/lists/default.htm
*-----------------------------------------------------------------------------------*




-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

subaru engines

Posted: Fri Feb 17, 2012 8:34 pm
by MWKlsy
Hi:
I am also very interested in Subaru power for a future Rebel or Elite. Does
anyone have the actual (close estimate) FWF weight of the EJ22 and/or EJ25? I
have heard very good things about the Marcotte redrive. Not sure of the
weight though.
Thanks,
Mike Kelsey
*-----------------------------------------------------------------------------------*
The Murphy Rebel Builders List is for the discussion
between builders and owners of Murphy Rebel aircraft.
Archives located at:
http://www.dcsol.com/murphy-rebel/lists/default.htm
*-----------------------------------------------------------------------------------*




-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

subaru engines

Posted: Fri Feb 17, 2012 8:34 pm
by Wray Thompson
Mike try my home page under Subaru Engine and Aviation engines.

MWKlsy@aol.com wrote:
Hi:
I am also very interested in Subaru power for a future Rebel or Elite. Does
anyone have the actual (close estimate) FWF weight of the EJ22 and/or EJ25? I
have heard very good things about the Marcotte redrive. Not sure of the
weight though.
Thanks,
Mike Kelsey
*-----------------------------------------------------------------------------------*
The Murphy Rebel Builders List is for the discussion
between builders and owners of Murphy Rebel aircraft.
Archives located at:
http://www.dcsol.com/murphy-rebel/lists/default.htm
*-----------------------------------------------------------------------------------*
--
Wray Thompson ...Rebel 306 ...home page http://webhome.idirect.com/~wrayt/ or
http://wrayt.tripod.ca/
My ICQ number is 29764664


*-----------------------------------------------------------------------------------*
The Murphy Rebel Builders List is for the discussion
between builders and owners of Murphy Rebel aircraft.
Archives located at:
http://www.dcsol.com/murphy-rebel/lists/default.htm
*-----------------------------------------------------------------------------------*




-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

subaru engines

Posted: Fri Feb 17, 2012 8:34 pm
by Bob Patterson
Hi Mike !

Most of the Subarus I've flown were approx. 15 - 20 lb.
heavier than an O-320 installation - no big deal.

The Marcotte drive is a bit lighter than the Ross, I believe,
and it is MUCH shorter. The price is about HALF, and delivery is
MUCH faster ...

We had Guy Marcotte as guest speaker at the previous Rebel
Builders of Ontario meeting. He brought along several versions of
his drives, and was very helpful in discussing applications of the
drives. Ray Fiset handled the involved English explanations, although
Guy was holding his own for most questions. These drives have
MASSIVE helical cut gears, and bearings - VERY solid engineering, with
lots of testing in real life. They even allow for installing constant speed
props, for those using them on larger aircraft/engines (400 - 600 hp.!)

The Subarus are working well on several Rebels - lots of
help for you there. NONE flying on Elites ... (guess my preference ;-) )

....bobp

----------------------------orig.------------------------------------------
At 06:32 PM 11/16/00 EST, you wrote:
Hi:
I am also very interested in Subaru power for a future Rebel or Elite. Does
anyone have the actual (close estimate) FWF weight of the EJ22 and/or EJ25? I
have heard very good things about the Marcotte redrive. Not sure of the
weight though.
Thanks,
Mike Kelsey
*--------------------------------------------------------------------------
---------*
The Murphy Rebel Builders List is for the discussion
between builders and owners of Murphy Rebel aircraft.
Archives located at:
http://www.dcsol.com/murphy-rebel/lists/default.htm
*--------------------------------------------------------------------------
---------*

*-----------------------------------------------------------------------------------*
The Murphy Rebel Builders List is for the discussion
between builders and owners of Murphy Rebel aircraft.
Archives located at:
http://www.dcsol.com/murphy-rebel/lists/default.htm
*-----------------------------------------------------------------------------------*




-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

Subaru engines

Posted: Fri Feb 17, 2012 10:49 pm
by storchpilot
----- Original Message -----
From: storchpilot
To: Rebel contact Web server
Sent: Sunday, March 09, 2003 5:49 PM
Subject: Subaru engines


Hi, I would like to add some info to the Subaru automotive engine
conversions. First a large factor that has seemingly been ignored is
the factor of MONEY. It is far cheaper to go the automotive conversion
route. Period. Eggenfellner's set-up (and I have no special relation
with his outfit) does firewall foreward. Think about that. I have had
his vacuumpump special gear/small belt drive on my Rebel and the
aviation type pump has been chucking along fine. Next it is also
possible to use the Warp Drive props, again without any problem as far
as I know, on the 2.2 and 2.5 liter versions of the Legacy engines.
Those are considerable savings in money. The 2.2 liter engine in my
Rebel runs far smoother than any Lycoming aviation engine. I have a
friend in France that bought a brand-new Continental, new design. 125 hp
engine, for twice what he could have had a Subaru 165 hp (2.5 liter)
set-up for, for his Glastar. You should see the faxes he received over
the years from Continental, he had to ship his engine back to that
factory from France and the second time a special mechanic came over to
his place in France to straighten out something. On and on. Ask the
Europeans about the "reliability" of the new Lycoming engines and you'll
get an earful. Let us face it, any US (Canadian?) aviation publication
carries very large and profitable ads from the above manufacturers. Talk
about subdued criticism, obviously one does not bite the hand that feeds
one. Still, in all fairness one can sell a Lycoming powered Rebel for
more money than an automotive powered one, whether this should be so or
not.
A small item under recent discussion regarding the Ross Aero drive( or
for that matter any reduction drive used with the automotive
conversions), the usual drive oilsystem is twice as "dirty" as the
engine oil system. Therefore I had to place an extra in-line filter in
the returnline of my drive system, thereby cutting down on returning
dirty oil back to the engine. Eggenfellner and maybe others have a
completely separate (self-contained) lubricating system for their drive
with a seperate reservoir. Neat. I always have to laugh at the concern
of the average lightplane owner, 1000 hours versus 2000 hours between
overhauls, this from folks that will rarely get near the amount of hours
under discusion and in case of an automotive engine, the cost is going
to be so minimal you might as well get a "new one".
Finally the true "age" of your used Lycoming engine: are the molecules
still holding hands? How about those not legible signatures in the
logbook? What year was the engine initially manufactured, 30, 40, 50
years ago? Those things make me shudder. I have an old Legacy engine,
1993. Most of the Legacy engines now available are at most a couple of
years old.
These are just some of the points I wanted to get off my chest, sorry
for having been so lengthy, Geert Frank



*-------------------------------------------------------------------------*
To unsubscribe from this list go to:
http://www.dcsol.com:81/public/code/html-subscribe.wcx
Archives located at http://rebel:builder@www.dcsol.com:81/default.htm
To contact the list admin, e-mail mike.davis@dcsol.com
*-------------------------------------------------------------------------*








-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

Subaru engines

Posted: Fri Feb 17, 2012 10:49 pm
by klehman
Geert

I don't understand why you'd filter oil returning to the engine from the
gearbox?? What is making it "dirty"? If it is shedding enough metal to
be a concern for the engine oil pump or filter, I would expect imminent
failure of the gearbox. Or is something else occurring??

A separate psru lubrication system certainly allows using oil optimised
for gears instead of engine oil but I've never noticed one that
incorporated a filter. Automatic car transmissions usually incorporate a
filter but they have friction material (clutches and bands) that wear.

Ken

storchpilot wrote:
snip.
A small item under recent discussion regarding the Ross Aero drive( or
for that matter any reduction drive used with the automotive
conversions), the usual drive oilsystem is twice as "dirty" as the
engine oil system. Therefore I had to place an extra in-line filter in
the returnline of my drive system, thereby cutting down on returning
dirty oil back to the engine. Eggenfellner and maybe others have a
completely separate (self-contained) lubricating system for their drive
with a seperate reservoir. Neat.
snip


*-------------------------------------------------------------------------*
To unsubscribe from this list go to:
http://www.dcsol.com:81/public/code/html-subscribe.wcx
Archives located at http://rebel:builder@www.dcsol.com:81/default.htm
To contact the list admin, e-mail mike.davis@dcsol.com
*-------------------------------------------------------------------------*








-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------

Subaru engines

Posted: Fri Feb 17, 2012 10:49 pm
by Drew Dalgleish
Hey Geert
I've got less than $2000 That's two thousand canadian invested in my
lycoming engine. How much could I have saved by using a subaru? ;)
Drew


At 05:59 PM 3/9/2003 -0500, you wrote:
----- Original Message -----
From: storchpilot
To: Rebel contact Web server
Sent: Sunday, March 09, 2003 5:49 PM
Subject: Subaru engines


Hi, I would like to add some info to the Subaru automotive engine
conversions. First a large factor that has seemingly been ignored is
the factor of MONEY. It is far cheaper to go the automotive conversion
route. Period. Eggenfellner's set-up (and I have no special relation
with his outfit) does firewall foreward. Think about that. I have had
his vacuumpump special gear/small belt drive on my Rebel and the
aviation type pump has been chucking along fine. Next it is also
possible to use the Warp Drive props, again without any problem as far
as I know, on the 2.2 and 2.5 liter versions of the Legacy engines.
Those are considerable savings in money. The 2.2 liter engine in my
Rebel runs far smoother than any Lycoming aviation engine. I have a
friend in France that bought a brand-new Continental, new design. 125 hp
engine, for twice what he could have had a Subaru 165 hp (2.5 liter)
set-up for, for his Glastar. You should see the faxes he received over
the years from Continental, he had to ship his engine back to that
factory from France and the second time a special mechanic came over to
his place in France to straighten out something. On and on. Ask the
Europeans about the "reliability" of the new Lycoming engines and you'll
get an earful. Let us face it, any US (Canadian?) aviation publication
carries very large and profitable ads from the above manufacturers. Talk
about subdued criticism, obviously one does not bite the hand that feeds
one. Still, in all fairness one can sell a Lycoming powered Rebel for
more money than an automotive powered one, whether this should be so or
not.
A small item under recent discussion regarding the Ross Aero drive( or
for that matter any reduction drive used with the automotive
conversions), the usual drive oilsystem is twice as "dirty" as the
engine oil system. Therefore I had to place an extra in-line filter in
the returnline of my drive system, thereby cutting down on returning
dirty oil back to the engine. Eggenfellner and maybe others have a
completely separate (self-contained) lubricating system for their drive
with a seperate reservoir. Neat. I always have to laugh at the concern
of the average lightplane owner, 1000 hours versus 2000 hours between
overhauls, this from folks that will rarely get near the amount of hours
under discusion and in case of an automotive engine, the cost is going
to be so minimal you might as well get a "new one".
Finally the true "age" of your used Lycoming engine: are the molecules
still holding hands? How about those not legible signatures in the
logbook? What year was the engine initially manufactured, 30, 40, 50
years ago? Those things make me shudder. I have an old Legacy engine,
1993. Most of the Legacy engines now available are at most a couple of
years old.
These are just some of the points I wanted to get off my chest, sorry
for having been so lengthy, Geert Frank



*-------------------------------------------------------------------------*
To unsubscribe from this list go to:
http://www.dcsol.com:81/public/code/html-subscribe.wcx
Archives located at http://rebel:builder@www.dcsol.com:81/default.htm
To contact the list admin, e-mail mike.davis@dcsol.com
*-------------------------------------------------------------------------*



-----------------------------------------------------




*-------------------------------------------------------------------------*
To unsubscribe from this list go to:
http://www.dcsol.com:81/public/code/html-subscribe.wcx
Archives located at http://rebel:builder@www.dcsol.com:81/default.htm
To contact the list admin, e-mail mike.davis@dcsol.com
*-------------------------------------------------------------------------*








-----------------------------------------------------------------
List archives located at: https://mail.dcsol.com/login
username "rebel" password "builder"
Unsubscribe: rebel-builders-unsubscribe@dcsol.com
List administrator: mike.davis@dcsol.com
-----------------------------------------------------------------