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I have a Verner 1400 engine in a Mark III I purchased

 
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stevesimmons(at)charter.n
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PostPosted: Mon Jun 15, 2009 2:18 pm    Post subject: I have a Verner 1400 engine in a Mark III I purchased Reply with quote

Has anyone had a real engine failure that was caused by the design of the engine, or is the problem like a Chevy vs Ford. (eg Verner vs rotax?)

My engine has 129 hours on it and there is no entry in the logs as having any problems. I am taking the engine back to the Verner dealer in Florida and we are going over the engine completely. Any thoughts?
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PostPosted: Tue Jun 16, 2009 4:50 am    Post subject: Re: I have a Verner 1400 engine in a Mark III I purchased Reply with quote

Rotax is far superior to Verner engines, there is a really good reason why Rotax is outselling Verner by about 1000 to 1... You can ignore that fact at your own risk. Just because you don't have a list of differences or know why the Verner is a substandard engine does not change the fact that it is.

My thoughts are, its too bad you got stuck with a Verner engine... Would I fly with it ? That would depend on my financial situation. If I could possibly afford a Rotax, I would change the engine. If I could not afford anything else, I might risk flying with the substandard Verner, but I would never forget that fact either, and I would be very careful.

Mike


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lucien



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PostPosted: Tue Jun 16, 2009 5:35 am    Post subject: Re: I have a Verner 1400 engine in a Mark III I purchased Reply with quote

stevesimmons(at)charter.n wrote:
Has anyone had a real engine failure that was caused by the design of the engine, or is the problem like a Chevy vs Ford. (eg Verner vs rotax?)

My engine has 129 hours on it and there is no entry in the logs as having any problems. I am taking the engine back to the Verner dealer in Florida and we are going over the engine completely. Any thoughts?


Back in my r/c days, when I'd ask the question about what radio/engine/heli etc. to get, the guys would usually say well go out to your local flying field and see what they're flying. Then go and get that.

That's actually pretty good advice for our big engines and planes as well.
Go out to your local airports and find the stuff that's actually flying through the air. Then, take a look at what's sitting on the ramp or in hangars with a bunch of dust and corrosion on it, flat tires etc.

This will give you a pretty good idea of where to start if you want to fly through the air too.

When it came to engines, what I found flying all or most of the time was, for 2-strokes, the Rotaxen - 447, 503 and 582 basically all over the place. Most of the rotting stuff had Hirths and various other things that you frequently can't identify. Usually when a Rotax was rotting away it was because of the plane or the owner-op making some kind of mistake on the installation. I.e. I know of one plane (a starlite) that's virtually completely grounded because the owner-op refuses to use a short enough pulse line on its 447, resulting a fuel starvation events every time the plane is flown when it is flown. It sits and rots in a garage now.
Another had a 582 equipped plane, but the builder used a muffler mount where the can was supported by a bracket hanging off the starter motor on the mag-end starter. Every 30 or 40 hours or so, the starter housing cracks, grounding the airplane for months until enough money is saved up to repair it. The owner-op has consistently refused to change the mount even after repeated attempts to tell him the design was moronic and the cause of the cracking housing. The plane sits in a hangar now.

For 4-strokes on light a/c, I almost universally observe the 912 series on the planes that actually fly. The close 2nd is the jabiru. The VW conversions are a distant third and a few auto conversions here and there.
But the ones that crank and crank and crank out the hours year after year are the 912's ahead of all the others.

I've never personally seen a Verner equipped plane actually fly through the air, tho I've heard of it happening.

But far, far and away, the Rotaxen dominate on light a/c. They have a stranglehold on the market because they actually fly. The parts prices are ridiculously high generally because they don't sell too many of em (except the consumables). Even a set of 503 innards will last for years and years if the engine is setup and run properly. 912's I don't think you can actually wear out.....

Just my experience and why I tend to stick with the Rotax. I'd rather let the other guys test fly the other stuff Wink.

LS


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NeilsenRM(at)comcast.net
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PostPosted: Tue Jun 16, 2009 6:23 am    Post subject: I have a Verner 1400 engine in a Mark III I purchased Reply with quote

Steve

The Verner engine has the potential of being a good engine. I only know of one other on a Kolb and it had a initial problem. Any new engine can have problems even the hallowed Rotax 912 had issues when it was new. I do tend to be a anything but Rotax guy because the company is ripping people off with high prices because they can get away with it.

With 129 hours on the engine you are likely to have a good engine. Maintain the engine check or have the oil filer checked for metal from time to time. Keep us informed about your engine.

There are a lot of other engine options GEO, VW, BMW, Verner, and maybe even a diesel some day. When you have a over priced product you open the door for others to build a better product and take the market away from them. The door is open hears hopping. GM are you listening.

Rick Neilsen
Redrive VW Powered MKIIIC - More that $10,000 less than a 912
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