<br><font size=2 face="sans-serif">A quick note before I head to Sydney later today. </font>
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<br><font size=2 face="sans-serif">Thank you to Mac H., Emory, Brian, and Cathy for running a superb event this weekend. This was the first time I had met Brian and Cathy and both exude class, friendlyness, and a welcoming spirit that will only help to bring more pattern flyers into competition. Emory and Brian also setup up flight lines angled to the runway to avoid a devastating sun angle, should we have flown in the runways primary direction. Also, it was great to meet everyone in D3 again, and some for the first time like Mike H., team Aruba, etc. </font>
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<br><font size=2 face="sans-serif">In regards to the Webra 160, the real danger of this engine is that you can over lean the entire range of the motor. If you setup the mixture (notice this is not the throttle curve) curve so that you have PERFECT zippy throttle response on the ground, you will bake this engine and have dead sticks. Just because you "can" get a perfect zippy throttle response on the ground, does not mean it is the best solution for in flight use. In fact, just like non-MC carbs, you need to be on the rich side of things to be safe, until the engine is broken in and you are entirely familiar with its idiosycronsies. </font>
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<br><font size=2 face="sans-serif">Emory S. was running a Webra 160, as well as I. After listening to Emory's (both of us standing there), his was noted as running a tad richer than mine through the entire range. He did lean just a few points, but was still on the rich side. Mine is now turning a Mejslik (forgive the spelling) 18x10, and the setup in my opinion is the most impressive glow setup I've seen. It is providing a presentation very similar to the electrics, and still maintains tons of vertical power/speed after the upline snap. Others can chime in if they like that saw it and they may disagree. This is just my opinion. This is the ticket for the way I want to fly/present the FAI pattern. </font>
<br><font size=2 face="sans-serif">The other setup thing I do is turn the pump screw in 2 turns, then mix out with the carb. The real display of proper setup of the Webra 160 is inflight use. Here are the signs (Jerry B., Dave L. Emory S.,, please add too if needed): </font>
<br><font size=2 face="sans-serif">1. Does the engine idle down during the landing pattern? Indicative of overall lean/rich settings and pipe lengths. The motor shold idle down nicely at any time during the flight. </font>
<br><font size=2 face="sans-serif">2. During the flight, is there ANY hessitation, gasp for air, silent spot, or pop? If so, the mix points that correspond to the throttle stick position are lean (no doubt). Or you have not enough pump pressure, which is why I start out by overpumping the engine and just mixing out. </font>
<br><font size=2 face="sans-serif">3. This motor does not need to be spitting, slobbering rich on takeoff, but untill (everyone that has one) is very familiar with its characteristics, please stay on the rich side, and resist the temptation to get a perfect zippy response, until you have a number of flights on the system. </font>
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<br><font size=2 face="sans-serif">Other than that, enjoy not placing your fingers next to a running engine for tuning! vbg</font>
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<br><font size=2 face="sans-serif">Thanks,</font>
<br><font size=2 face="sans-serif">Jim W.<br>
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<td><font size=1 face="sans-serif"><b>"Ed Alt" <Ed_Alt@hotmail.com></b></font>
<br><font size=1 face="sans-serif">Sent by: discussion-request@nsrca.org</font>
<p><font size=1 face="sans-serif">10/11/2004 07:11 AM</font>
<br><font size=1 face="sans-serif">Please respond to discussion</font>
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<td><font size=1 face="Arial"> </font>
<br><font size=1 face="sans-serif"> To: "Amram Privat" <amram@leshed.com>, <discussion@nsrca.org></font>
<br><font size=1 face="sans-serif"> cc: </font>
<br><font size=1 face="sans-serif"> Subject: Re: Webra 160 XP</font></table>
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<br><font size=2 face="Courier New">Amram:<br>
The Webra 1.60 seems to do a poor job of transferring heat to the fins and <br>
head. I learned that the Webra 1.60 really needs attention to ducting <br>
plenty of air to keep the bottom of the engine cool. I had problems with <br>
the main bearing loosening up and allowing the crankshaft to shift backwards <br>
enough to cause the prop thrust washer to dig into the crankcase. This <br>
happened twice on two almost new engines. I also had problems with the pump <br>
going flakey, also most likely attributable to excessive heat buildup. The <br>
other thing is that it is somewhat touchy to adjust. It runs wonderful when <br>
everything is just right. However, you get it right for one temperature, <br>
humidity and field elevation and it completely changes on a different day or <br>
location. Some change is expected, but you have to really learn what the <br>
engine wants if you plan to be able to fly it competetively.<br>
<br>
Some guys have great luck with the engine. Locally, one top flyer has been <br>
getting better results after switching to the VP30 pump with his Webra. The <br>
best I can say for it as a competition motor is that it is delicate. I just <br>
got tired of fussing with the engine all the time, figuring it would be <br>
better to be able to concentrate on flying instead of being a mechanic all <br>
the time.<br>
<br>
Unless you are already at Webra guru status or have a local Webra guru to <br>
commiserate with, I would suggest looking into an OS 1.40 RX or OS 1.60 FX <br>
instead. Since I could not locate a 1.40 at the time, I dropped the OS 1.60 <br>
FX with a VP30 pump in to replace my Webra in mid season and have had no <br>
problems whatsoever. I quickly got over the fact that it's side exhaust and <br>
that it is a few ounces heavier. The wrap around header is no big deal. <br>
You can get one custom made from Karl Mueller or else you can buy a Hatori <br>
header. The Mueller headers are very nice. You should plan on replacing <br>
the main bearing with a stainless steel version. If you stick with the <br>
Webra, there are now SS bearings available for them too.<br>
<br>
BTW, the Webra 1.45 that I owned and flew in the same airplane during the <br>
frequent 1.60 downtimes never had a problem with the main bearing shifting <br>
around. I accumulated about twice as much flight time on the 1.45, but it <br>
had all the other issues that the 1.60 had, i.e., being touchy, having pump <br>
problems etc. I hope this helps.<br>
<br>
Ed<br>
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----- Original Message ----- <br>
From: "Amram Privat" <amram@leshed.com><br>
To: <discussion@nsrca.org><br>
Sent: Monday, October 11, 2004 3:40 AM<br>
Subject: Webra 160 XP<br>
<br>
<br>
> Hello<br>
> I am about to order the Onyx140 (Protech) and my plan is to use Webra 160<br>
> XP.<br>
> Any tips ideas or recommendations as to the Webra 160 XP will be highly<br>
> appreciated.<br>
> Thanks<br>
> Amram Leshed.<br>
> http://www.f3a-israel.com<br>
><br>
> =====================================<br>
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