The autogyro crowd has lots of experience with the Subaru. Ask me for details at
the next Rebel meeting if you like but here's one opinion of them:
Crossflow uses a modified ej20 engine (with custom electronics) that was never
imported into North America so you are tied to them for parts and service. It
performs well on the test stand but has had some difficulty in aircraft. Very
expensive. The ej20 is great for very high power and mechanical reliability as
proven in international road rally racing. I don't believe their fuel flow
figures.
Eggenfellner seems to change parts of his design constantly so it always seems
like a work in progress to me. He uses rebuilt local engines with minimal
changes though. More reasonably priced. Probably a solid performer. Some flight
hours. Think his ej25 engines are the most popular (also slightly heavier).
Stratus uses a belt drive and carbs on the ej22. His conversions have been
around the longest and have lots of flight hours on them. Believe these are the
least expensive and possibly best value conversions. If you want to avoid fuel
injection this is the one. He doesn't need to spend much on advertising. I have
not personally seen one of these. One of the lighter high power conversions.
Subie-Lyc units will bolt onto a Lycoming dynafocal engine mount. Dave has
hundreds of hours on various models of the ej22 on his Rebel and that means a
lot. They have an impressive belt drive. They use a pricey mechanical fuel
injection system (airflow performance) but it seems to be quite reliable
combined with dual ignition. Dave flew his Rebel to Sun n Fun from Idaho. A
definate contender.
Air Ryder will do part or all of a custom engine pretty much anyway you want.
Their ones with SDS aftermarket electronics and the Marcotte gear box are very
nice. Most seem to be turboed. I don't believe they have a standard conversion
package but they will build what you want.
I personally would not deal with NSI.
High octane fuel will be required for any of the high power conversions. Costs
(and maintanance) are even higher if 100LL avgas is required.
Bottom line. Conversions usually don't save money but they burn less fuel, run
smoother, and can be dramatically cheaper to maintain. Doing your own conversion
will probably add at least a year to the project but you will know how to
maintain it. You are probably better off with a Lycoming if you are trying to
sell the aircraft or prefer to pay someone else to do your engine maintanance.
Plan on similar weight (or maybe 20 lb more) with an ej22 compared to a Lyc
0-320.
Ken
Mnleber@aol.com wrote:
*-----------------------------------------------------------------------------------*1. A friend has suggested using the Cross Flow Subaru conversion instead of
the Lycoming O-235. Can anyone give me an idea as to how good this is and
where one can get information on weights, performance, durability,
serviceability etc other than from CROSSFLOW so I can talk to them
intelligently. I have been told the engine is "bullet proof" and it is well
designed and comes in many power ranges!! I am not interested in re-inventing
any wheels with this airplane.
Thanks
Mike Le Ber R683
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