BOMBARDIER ROTAX 532 Operator's Manual

I

r

I

OPERATOR'S

MANUAL

TYPE 532

eNGtNEs

EQUIPPED

W

ITH

BOSCH

CONTACT

BREAKER

IGNTTION

SYSTEM

AND

BING

CARBURETOR

tlr

t/n

N

Edition:

11

1988

t

JffiT

ffi

BOIvIBARDIER-ROTAX

GMBH

VOTOREI{FAARIK
A-4623

Gunskichen

-

Auslria

rnleron

{O/246'

.rfl.9', rcler

?55dG b'ok d

Ielesranmadresse:

Bonrbrota

x Gu n ski.c he n

Post$scr'ri

Bon'b3de, noru

GorrH F.,[rh

s, A 4021

cu^shrctun. Ao316

-1-

rNDEX

PAoF

truel-oil-nrixture

. . .

2

Break-in

procedure

t

Rotary valve

adjustment

ll

Carburetor

4

Spalk

plug

6

r--ll.l^-.,-lr

!6rrrv^vrrt....!l

AdjuEgnent of

lgnition unit

. . 8

wiring

diagran

9

fgnitlon danping

box

10

Llghllng circuit

....., 1.1

RGrlnd starter

1q

.IaIn lorqllilB

specifl.cations

t6

Fault,-tracing

scheduLe.

18

Liquld-coolinE

systen

.

20

llotary

valve gear

. .

2t

Custonefs Inforratior

1 U

85/E

Zz

'fechnieal

englne

dat,a

Zll

g
:

t.

The ROTAX

enBine

is a liquid-cooled 2-strock

engine.

Car:ollu1 an(l

exbensively

tested

Cesign

and

ruBged construction

as

well a6

bhe use

of high

quality

pargs

warran!

naxilrlurtr

reliability

and

durability,

Ititb p.oper

maintenance

and

care

and with

the use

of suitable

fuel

and oi.l

the

engine will.

give you

trouble-free

service

fof nany years.

The ROfAX

design

incorporates

bhe latest

technical

develop-

ments.

In

order

to

take

advantage of

future

developments

we

reserve

the

right

to mal(e

modifications

in bhe

ROTAX

desipn

vlithout

no tice.

FUEL

.

OIL

-

i,IIXTURE

The

RoTAX

engine

is operated

by a mixture

of

standard

grad,e

gasoline

and

-

Super

2-stroke oil

the oi1

lubricatlng

Lhe moving

engine

parts.

Mixing

rabio

fuel

-

oi1

is

50

| 1;

this mixing ratio

has to

be respect

ed,

Too sruch

oit

wiLt

cause

carbon

deposi.,s

on

the spark

plug,

on

the

piston,

in the

cylinaler ports

anal in

the nuffler

and

t{ill

cause probLens.

In

addibion,

bhe

piston

ringsnay

6tick.

If too

little

oil

is

used,

Lubri.cation

witl

be

insufficient,

the

pistonswill

seize

and

the beapings

r.iIl

be damaged.

llote:

Poor

oil quality

cannot

be

conpensated

by

usins

nrore

oif!

o

-t-

BREAX-IN PROCEDURE

Engine
r.

p.

n.

x 1000
Full

The

break-in

has to

be

perforned

with the

engine in the

alr-

frane,

loaded

wi.th

the

prop.e1ler.

Tighten

the

plane

to the

ground

and run the

engine accordinB

to

the following

graphr

10

75

20

l0

12 2

sec sec

sec sec

nl n

rnin min

1

1

5

5

5

)

5

5

10

20

l0

lro

50

50

Tine

(nin)

After

this

procedure

the

idle haa bo be adjusbed.

Then

sbort

take-offs

can

be conducted.

5,5

qr)

4

)

1

Rotary

Valve

Adjus

trnent

2)

In6tallation:

-4-

To

correctly

install

the

rotary

valve

d,isc,

Froceed

as

follows:

-

TurDing

crankahalt

counte!:-clockwi6e

(drive

pulley

side)r

bring

.

EaF[eto

side

Di6ton to Top

Dead

Centei

using^a

T.b.C. gauge.

-

Position

the

rota-ry

valve

disc

on

gear

to have

edges

as

cLoae aE

possi

ble

to

the

Da;ks.

!!!!.,-

The

rotary

valve

disc

trJ positioning

each

side

of

rnsEArtatloD

po

si tion.

i6, aayEmetrical,

therefore,

at assedbly

oLsc

on

gear

to determine

best

CA

N BURNTOR

The

BING

carburetor

is a

piston

type

carburetonith

float

chanber.

The

carburetor

can

be adjusted

by

jets

and

adjusting

screws.

Changing

of

jets

should

only be done

by a Bpecialist

or

after

consulting

the

engine

nanufacturer.

Tbe

air-fuel

nixture

at

idle

Epeed

is adjusted

by the

air

adjusting

screw

(see

itl.

no.

28).

The

idle

r.p.m.

is

adjusted

ment

screw

(iI1.

no.

l0).

by the carburetor piston

adjust-

The

carburetor

rnust

be in an

exact

right

angle

position

in

relation

to

the

crankshaft

in

both views

from'top

and

froro

the

intal(e

side

to

ensqre

an equal

nixture

distri_

buti.on

to both

cylinders.

Take

care

that

end

of both

venbilabion

tubes

(i11

no,

J1)

are

protected

from

e xcessive

airst

re

an.

l,lote

:

-5-

qf!G-Clrburetor

IJ

-----1

|

44

5
4

1.r l1

'"u

.^t

tz-tl

|.)-

It

r:J

B

,.9

A

13--

,,/Y

40-

qo-.0

t6_

r,.,1

H

17

_iA

._6

l6

-Nl

<3

re

\:_),.

21

24

25

32

1

-6-

STARTII'IG

TIIE E}JGIIIE

On cold engine uae choke.

Don't

6el thro tt

le.

Starl

the

engine -

Ifter the

first

i6nitions open throltle and ohor"tly after

c106e choke.
Attention:

ThrottLe opening

reduce6

the effecl of the choke.

If the engine is started too

long

wittl

the

cboke,

the

engine

gets

flooded

vrith

fuel.

If this

happens,

the

apark

plu8s

bave

to

be

unscrewed,

cleaned, dried

and the

engine has

to

be

started

(cranked

through)

several tjincs-

lf the

engine

still

does not stari, see

chapter

"FauLt

Tracing Schedule

,

SPARI( PLUG

If the engine fails to

start or operates

only

on

one

cylinder,

it shoutd

be

checked whether

the ignition

$iring is disconnected

fron the

sparl(

plug proteqtors

or fro[ the spark

plugs.

Then

the condition of

the spark

plugs

has

to be cbecked

(bridged

betveen

the

electrodes,

oily,

sooty

etc.).

If the

spark

plug

heat range

and the carburetor calibration

are correct, the

spark

plugs

logk brovrnish.

With

too high

heat

range

(cold

plug)

anal too rich carburetor

cali.braiion

they

look black

and sooty.

lJith too

IoN

heat

ran€e

(ho!

plug)

oa

too lean carburetor

caLibration

the

spark

plugs

are butrt

white and the

electrodes

are covered wiuh rneLt

drops.

ATTENTION:

lleavy oil

deposits

on tbe efectrodes and insulator

cause

engine

troubles and have

to

be removed

regularly

(every

10 hours

).

If
no
and

even

after

cleaning

or changin6 thc

spark, the

spark

plug protector

and

finall.y the

ignition

unit Ehould

be

spark

pluB

t

lrcre

is

the

ignition

cables

checked,

ICNITION UNIT

The

RoTAX

cngine

is equipped

with a

BOSCH

maEneto generalor

12V

140',

producing

the current necessary

for

the spark,

The

ignition

unit

has been

set most carefully

and

precisely

by

the

factory, l'lake

no

cbanges unless

absoluteLy

nec.essary.

In case

of troubles observe

the

follouinE:

Il the ignition fail,s inte!'nitbently

or

.if

there are

other

troubles that

a.e

due

bo neither spark

plug

no.

jets

nor

carburetor,

the ccntact breakers

may

be the

cause.

ContacLs r0usl be

clean

and must

noL be burnt,

llith

new

engines

the

car,r-foll,o$rer

of

the

contact breaker

nust

sbj.Il

adjust it-

seLf. Re-set'"ing of conLacts r0ay tfrerefore be necessary

after

some

tine.

Tire

bi'ea]<er contacts are

accessibfe after rcmoval

of tire rewind starier and the starting

pu1ley.

The

hagneto

housin6 need not be remo\ted.

To

check whethe!'tbe

ignition timing is correct

t)rere is an

arron on

the crankcaseJ Further

there

is a nark on

the

magnello

housing- At

the

rtronent

of ignition

(i.e.

when breaker

conLacts

open,

check with test lalnp,

buzzer

etc.' conneclted

to

shorting

cabl,e

of

the

respeElj-ve

cylinder and to mass),the

marl(

on the nragneto

houaing

rnust coraespond witb

the

arrow

on

the

crankcase.

8-

ADJUSTMTI'IT OF IGNTTIOI,I TII4ING

The ignition tirning is

adjusted

after loosening the

fixing

screw G next to

the adjusting

groove

H

(see

wiring diaErarl),

so thab the contact breaker starts

opening when the

piston

is

1,96 nun

(18o)

B.T.D.c.

Chect(

witlr test lajnp or

buzzer

as described

before. llhen

cranking

the

engine, the breaker

contacts

nust

open

0,10:0,40

nn

(0,012:

0,015

in).

rf this is not the case,

turn the stator

plate

and

repeat the above

procedure.

POLE SHOE GAP
t{hen

correcL timing is

achieved, check

pole

shoe break-away

gap.

The

gap

must be within

13-17

mm ot .51 - ,67

i.n,

(see

illustration) when the mark on flywbeel corresponds

with nark cn fan housinE.

If bhe break-array

gap

is

out

of

tolerance,

the

flywbeel

may

have burned

on

the

crankshaft. Redove flylrtleel and inspect

taper

and

key. Repair

if

necessary.

"b9

$"

"ag"

),,/,1

)'<

o

qardboard

strip

nagnet

Tining

adjusgmeno and

repair

of

iEnition unit6

6hould

hest

be left to a skilled Jnechanic,

lnproper handlinE can easily

cause none troublea Hith

such

delicate

parts.

IIIRINC DI AGRAM

Particular

care

cable6

(J)

and

to the

i8ni t ion

has to

be taken

the

rDaEs c

abl es

coils

(A),

6ee

that the ignition

generaior

(

l'1) be correctly connected

illustration.

o

(Po?er

Talre

oft)

o

PTO

A

c

D
E

Il

c

J
K
L
tt
t,l

o

l1A0

ignition coi.ls
generator

coil

(

bottom

Iighting

coil

l0!r

(top)

lighbing

coil

110i1

c

ondenser

contact

breaker

lever

breaker

contagt

s

fixing scren

adjusting groove
generator

cable

s

shoating cab

1es

naas

cables

ignition

cabfes

spark

plug protectors

To

cub

off the

ignition,

the

c onnect

ed togelrLer

and/or

to

2 shortinE cables K

have

Lo

ground.

bl.^'.:k

be

it'-

IC'.IITION

DA14PI'JG

BO):

To

prevent

piston

failurea

causcd

by

gloNing

spark

plugs

(due

to

certain

fuel

additives)

of deposit6

on

it is

nec

es s ary

bours

of

opera-

a) to

clean

the

spark

plugs

every

approx.

10

tion

or to

replace

thern.

b) An i8nition

danping

box,

part

no. 866

572,

is nounted

on

the

engine

to

reduce

the

Epark

energy and

the

glowing

of

the spark plug

deposits.

r.llRrl'lc

prAcRAM

FOR

r{OUNTIN0

I0NITION

pAJ,1ryNC

BOX

865

572

red

cable

to magneto

side

iqnition coi1,

conne4tion

1

black

cable

to

p.t.o.

side

ignition coil,

connection

15

black

mag.

side

ignit ion
coil

DampinR

box

check

a)

orecaution

checki

Connec

!

There

nusb

.be

ng spark

on

If there

is still

a spark,

T

I

P.t.o.
side
ignition
coi I

darnping

box nith

reversed

polarity.

both

pluqs

Hhen

cranking

the engine.

the

damping box

is defective.

b)

in case

of

ignition

troublea

(no

spark):

Disconnect

dann

ing

box,

j.f

there

is

now

a sparli,

!be-

!9

!-r9!i!c-9!!9q:s9gr9

99_g!9 _p99 c!qlc!

1)

Danping

box

defect

or

reverse

connected

(see

a))

2;) Fcrle-ring

l)reak-away

gap

out of tolerance

(defecti.ve

;loodrtrff-key

or

lrrong

armature

plaie

adjuEtnent

(

see page

B)

damping

box

865

5Zz

j.f

there

is

now

a sparli,

-

11

-

LICIITI]IG CI RCUIT

The

BOSCiI

magneto

6enerator

produces,

apart fron the

electric

current

required for the

ignition,

12V

1ll0W alternati-n8

current

which

can

be

directly

used

for

feeding liglrt6 artd/or

olher users tbat

can be operated

vrith

alternating cu..en!.

To avoid the voltage

to

rise above

pernissible

1eve16,

either

users

arnounting

to 1q0 watts

have

to be connecied,

or a

vol-

tage regulator

has to be

used.

To operate users

requi.ri.ng direct current

(e.9.

battery), a

rectifier-regulator

is

required-

A rectifier-regulator,

part

no. 866 080, is avaifable. For

feeding

l:ights

on1y,

this rectifier-regul.ator

can

also be

used

without

battery. In

tbis case the regulaLed

RHS

voltage

will

be between

11 ard 12 Vol.ts

as long

as a mininum

load

of

1 anp is

provided.

In case of

a baitery

it has to be capable

to absorb apprcx.

1amp. ninimunr

continuous

charging load, even

with

full

bathery

(suGBested

r4in.

battery capacity:

9

anp,h). ReBulated

voltage

is 11.5

to

1it.5 vol.ts.

-

12

-

ll'Inttc-DIncRAfl

FoI

nscllFtEn-REGULAE'i

866 o8o

h a cilculr

vithout

bdrtcry

1n

conjuncrion

rirh

a balrery

I{IRINO

DTAGNAI'I

FON

ELECTRIC

STARTER

fus?

151

electric-sta!ter

},IRING DIAGNA

(not

1im!ted to

FON RECTTFIER-FECULATOR

25It 870

minioun

of

1 Ampere

consumption)

IInINC

DIlclnl

FOll IIECIIFIEn-.caolaror

25!

8tO

ln r clrcult vlthoor

b{tr.ry

!

(<

I

-l-'

..r1!11v.oaruo.r'!

tIlIltC

DIiCnl8 FOn RECTIFIEn-..guletor 26!

870

(ln

conlun.tlon

!1th

a eondcn3or 2000

uF)

20OO

!F

IiIRING DIAGRA'{ FOR RECTIFIER-REGULATOR 261 870

in cotrjurction

vith

r b.ttert

CD

CD

-T-

I

3

-

14

-

T.IIND STARTEN

Pull starter

grip

out slowly

until

resistance is felt,

tlren

pull

out vigorously

but not fully up to

the

end. As far as

possible

puU

in

the

direstion

the

rope. comes

out of

the

sheave. By a rewind

Epring

the

starter

grip

returns to its,

original

position.

Don't

let

the starter

grip

fly

back.

Do

not

operate

the engine

if the rewind

starter

is defective.

?\.

I

C}IANOII{G

TIID SfARTER

ROPE

('Ihe

numbers

stated

in brackets refer

to the illustration)

First

remove snap

ring

(9),

loop spring

(B),

circlip

(7),

pa!.rL

1ock

(6)

and the

pawl (5).

Tools;

Snap

ring

tongs

screNdriver

a\

l@)

-l

2

@

i

5

roJ)

\,/

0

OB

_

15

_

PulI

out the starter rope

fully

to thc end,

hold 6tartc.

housinB

(1)

and rope Eheave

(J)

togethcr in

tbeir

position.

Tlrere

ia

an opening

in the rope. sheave.

The key clamp

(lt)

visibl,e

in the

openinB

has

to be

pushed

out

ln

the opto6ile

sense of tbc

pslling

direcbion-

Pull

the rope out.

of the

rope

Sheave.

Then insert

the

new starLer rope into ttre

rope

aheave,

rDount

the key clamp

in

the

same

position

as it

was

before

and remount

the

parbs

5,

6,

7,

I and

9.

cautionl Do not

rernove spring container

(2),

this

might

cause

injuries

l

-15-

DI'CAIIBONI

ZING

After approx.

50

hours

of

gse

the cornbustion

chanber should

be de-ca.bonized.

io do so:

Renrove cyllnder

heaal.

HoId cylinclere in

place

by suitable rneans. Ueing a scraper,

the carbon scales

on

the co,nbustion

chamber

of the cylintter head

and on the

top

of the

pision

should be rer,roved.

Piston

at top dead

center.

I.IAIN TORQUII,IG

SPEcIFICATIONS

cylinder head nuLs t{8
Cranl(case

gcre*s

I,16
l,1g

l,la8neto housing

nut,

(1122

x 1,5)

Crankcase nuts

(or

-sqrevs)

1,t10

Exhaust

manifol<l

screws M8

18izt

8+10
18i24
80+90

Nn

+

in.lb

160 + 210

lo

+

88
760 + 21O
Z1o

+ 8oo

t2o + t54
160

i 210

JO

18

4o

2l+

-

18

-

FAULT-TRACING

SCHEDULE

bh--

engine difficult

stari?

1.

Too rnuch

use

of starter

2.

Faulty

ignition systen

J.

fncorrect

fuel

mixture

yes

yes

DO

no

+

open the fuel cock

1.

Gasolj.ne tank

enpty

2.

Blockage in

tank cap

J.

Blockage

in

fuef

cock

q.

BrocKage

Ln tuet lrne

5.

Needle valve

blocked

Does

gasgline

reach

the carbure tor?

1.

Blockage

in c arbure

tor

Does

gasoline

reach

Probable

tault

1.

Floab

stuck

2.

Float

leaks

J.

NeedLe valve

does not

ea. f hF^^ar] rr

Does

the carburetor

keep

flooding?

Has

the

engine

becotne

wet r,rith

fuel ?

fs tbere a

spark at the

spark

plug protec

tor?

1. Poor contac!

betrreen

ignition coil. and

igrit

ion

cable

2.

Ignition cable

broken

or

cr.^F|-^in^!!i+iF'

J.

Fautty ignitj.on coi

I

Is

there a

spark

a.t

the spark

plug?

1. Electrode

gap

too Large

2. Briilging between electrodes
J.

Insulator

broken

or wet

4. spark

plug

oily

Change the spark

plug

1. Faulty ignition tining

2.

Float needle does not seat
properly

,.

Air

cleaner blocked

tl.

Faul.g

in

carburetor

5.

Defestive

spark

plug

should

be

uel.1,

in a nethodical
faul.t

s

.

-19-

but rernenber
sequence

when

Now

all
to worl(
t racing

1. Engine

'r

four-strokingr

a)

Air

cleaner

element

di.rry

b)

Needle

jet

Horn

c)

Jets

too large

d) Too

rnuch

oil

in the

gasoline

e) Paulty

ignition

timing

f) Exhaust port

and

exhaust

pipe

bloc

ked

g)

I'leealle

position

too

high

"Spiltingn

in carburetor

Fuel

filter

blocked

Dirt

an

carburetor

Dirt

in

needle valve

Carburetor

not secured

properly
Needle

position

too

1ow

Fa.ult,y

ignition

t

ining

Spark plug

loose or dirty

Incorreet

electrode

gap

Incorrect

caLoric val,ue

of

spark

ptug

Ignition

cable

loose or

poorly

insulated

Piston

rings

stuc k

Crankshaft

oil

seal

worn

,.

Engine

lknocksn

a)

Faulty

ignition t irning

b) Poor

fuel

supply

c)

Heavy carbon

deposits

in

cylinder ports ( glow
ignitions

)

d) PLay

in

gudgeon

pin

e) Big-end

bearing or

cylinder

bore worn

Does the engine

run

well

at high r.

p.!r.

?

Does

the

engine run

r.ell

when

idl.ing?

1. Incorrect

idle adj ustment

2.

Faulty

ignition

t ining

J.

Faulty

spark

plug

4.

Poor

cylinder

sealing

yes

yes

-20-

LIQUIp - CO'_rLIirG SyS?Ei.t

lhe

cooLinE

Liquid

is supplied

by

a

punp

through

the

cylinders

and the

cylinder head to

the radiator. The coolinf,

system has

to

be

instal.led

so that vapour coning irom the

cylinders

and

the

cylinden bead

can be

released

to toil throu8h

a big tube eitber

lnto the

Hater tank of the radiator or to

an

expansion

chamber.

As

cooling

liquid,

use

water

in

warn

periods

and anti-freeze

nixture in

frost

periods.

Attention

1) check cooling liquid

!:I9g-9f9ll_lpglgEg!

and

refi]l,

if nece

ssary.

The average

temperature of cooling liquid should

be
60 - 80oC. In case of excessive temperature,
look for the reason

(liquid

quantity,

radiabor

or tubes

blocked,

pump

resp,

iEpelter defective,

too

much

anti-

freeze

in

the water

ebc,).

l)

The cooling

effect is reduced by anti-freeze additives

(under

certain circunshancea

even

considerably).

q)

Before

openinR

the

cooling tank cap,

put

a

clobb over

it

and

turn the cap

only

pargialLy

off. Sudden opening

of the cap can result

in water boiling over and sqald

injuries.

cranKcase

cylinder
cylinder

head

water

puhp

radiator

tube

tron radiator

to

engj.ne

tube

i.on cylinder

1

)

q
5

6

7

o

Euoe i..on

cyrlncler

I

head

to radiator'

I

expansion

charober

temperature

gauge

for

cooling

watet

--#-

/i\T

Coolins

circuit

t,

CEAR

FOR ROTARY

VALVE

AND LIQUID-COOLINC

PUI'IP

In tbe

center

of

the crankcase

there is

a

90o

gear

with

oit

lub

iicat

ion.

Use

2-stroke

for

2-

stroke

An oil.

tube

gear,

and a

to

the tank

motor-oiL

for the r.otary

valve

gear

(as

used

fueL nixture

).

leada from

the oil tank to the top

side

of

the

returrr

line

frgn crankcase, botton,

leads

back

(see

iLlustration).

Before

every operation

check

the

oil

level

(approx.

medium

heigbt of tlre

oi1 tank)

as well as for tigbtness

and

good

condition

of oi1

tubes

and connections.

In case

of notable

oi1 consumplion

look for

the leak and

check lhe oil

shaft,

if necessary.

(hore

than

1c

sealE

inside t

(^

c.

/hour)

he crank-

1

t

4

5
6

robary valve geat

oil tank
inlet

tube

return

line
crankgase
cylj.nder

JX3.

}itr

!)

Houn

t ing-

|

llaintenance-

for

UL

-

prop

gear

on

177

-

itqT

-

503

-

and Safety In9l!"uctlons

nOT^X

enqine

types

\62

-

532

Puh

allgnoenL bushthg on PTO taper

(onIy

on

377

and

4!7

enSlnes

wlLh

3-boss

flxatlon on crankcase).

Clean contacb Rtlrfacpc

nf

"..tanto!"

nlat9 an'l

cran!(casg

and

-oisl"n

ccntacb

surfaces

between

adaDtor and

qear-housina

and screw thr4ad

r{ith LOCTTTE 221

(lighL)

and apply LOCTITE 648

oii contact

surfa4es

of !l

l0

alIen-screwhead.

Fjb O-ring in O-ring

groove

of flange

plale

and fix llange

plaie.

Tor,lue

of

i'i10 DoIb3:

55

lrn

or

lr85

in.lb.

No

lock xasher for screws

M10

foreseen.

Clean and degrease

taper of englnc

PTO

ghaft

ea.efully wlth

trlchlo.oethylene

or equ lva 1e n l.

Dearease also 1/2[

bolt and PTo shaft

thread.

Crankshaft
P.T.O.

Side

Sqrew

llote: Cear-boxes

for above

aIternatlvely

!rlth

c ra nksha

ft

axls

(

see

englne types carl

prop

shaft

belo'i,

also

paiagr

.

5)

be

moun ted

or

a bove

CUSTOMER

S' IIIFORMAT IOII

1 V 85/E

-

22

-

Aprlt 1985

BOMBARDIER.ROTAX

A.4623 GUNSKIRCTIEN

.

AUSTRIA

1.r.ro.

(072.6127r

O'

re|cr:25

5,16

bom.or n

1.r.9'.mn.drce!.:

oouOnOlAx

CUNSXnCII€N

GESELLSCIIAFT M,

B. }I.

MO]ORENFABRII(

I u

BslE

A

l)

fit sproei<et with

1/2,'

bolt,

wa8her

anat lock

iasher,

uee Loqtitc

221

(Ught)

lAU

on thread.

Mount the

olL slinge!:

between

washer and

lock

washer.

Torque

for

1/2r!

bolt:

41

i

,15

ft.tb

or

55

+

60

Nm

/l

4;

aoft

Eea!

assy with

studs,

loek rrasher

and,6-ring

on

flange

plate.

'forque

for studs l'18

5

-

6

ft.lb or

7

-

B Nn

Torque

for nuts

M8 15 - 18 fb.Ib or 20

-

2ll

l.lm

A 5)

lnep""t coffect

position

of

oil drain

ptug (botton)

and

vent

plug

(top),

Secure dtaln

pLug

with r.ire.

a6)

OnIy appllcable

for

executlon r{1th

sepaaate

Drop

flange:

Degrease

Sear

PTO

shafl, thread and bolt H12 x 1,5

LH

(

left

ha nd

).

l.lount

propeller

hub erith

Loettte

(ltAht)

on

taper

and

thread.

Torque: 41 r

45

ft,lb

or

55

+

60

Nn

Attentioni

Ieft

hand

thread

I

Prop

hub

is

for

6 x 1/lt,'

bolts

(or

6

x MB),

no bolts

supplied

by Rotax.

Fill

qear

oil:iAd

90-API-GL

5

into

ge^.-tlox

(for

bot |lirectionr

of

prop.

;l)^Cl

-

rbove

and belol{ crankslr^ft

axi;)

up Lo

lovrer oiI levei

n1ua.

::a.ur'a

vcnt

DL'rr

\.ritlr L,/ira.

Frefllght

Inst ruc t

ions

Atbention:
ls supplled

by

tbe facbory,

irrespective

whether

gear_box

rs. roo-se

or nounted

on

engine,

lhere is

no oil

fiiled

lnto Ehe

gear-box.

Pitl

in

oil. Secure

drain plug, vent

plug

and

oil level

sc:e{g raiEh

wire

before

usel

cl,eck

tightness

of

mounting

bolts and

nuts,

7)

Aar

A

10)

,nu

int"n.n""

(every

10

operating

hours

)

o)

Ch.ck

oil volune

on resDective

oil level screw

and

secure

again

,rith

wire.

Change

oil

after

1st 10 hours

of

ooeration.

Change

oil

every

100 hours

or

every 2

years

(rhich

oceurs

first

).

Check

if

propelle.

tip

clearance

is as usual.

A

rrt

!c&W

Att

Safety

i.s everyone's

business.

HelD to

assure secure

and

l:1'rblefree

operation

by observing

the

above

insbructions.

I:r

tase

of doubb

contact your

autf,orized

workshop.

'Lirrrl

|1rld I

ainLenance

ogeration:i

muriL

Ue

(lone

olll/

i..r

7

sl(r I Ied

pe!.sonnel

.

A

f

i)

,t^rury r.r':rrnifrq

3Jnrbol

A:

t'ailure to obe:/

a :rareby

warnrn'l

niy

reJLllt,

in injury

Lo

you

or otllers.

AprtI 1985

ROTAX

Jbclrnical

data

Db.

ti9

5

ROTAX

INCIilE lYfa

532 trL 2 caibureior

-

?4

-

,

r.*

i ,*t

conf

is ur at ion no. 35.532.08/18

0escription: Two-cycle,

two-cylLhder

rotaryvalveenglne,

o i l- in-fue

I Iubricatlon, llquld-cooled,

!rlth

in tegrated

water

pump

Stroke:

64 mm

t2,52 in.l

Displacement:

52L,2

c.c.

(31,806

cu. i.n.l

Comg ress

ion theoretical:

12,6

ratior

effective:

6,8

fower

output:

47 l<W

t64

hpl dt

6600

rpn,

pe!"formance

sheet

Lb 267

T.rque nax. :

7l

Nm

(60

ft.lb.I

at 6200 rpm,

performance

sheet Lb 267

llax

-

recolnmended

r

pm:

5800 rprn

Direction

of counter-clockwlse,

vlewed towards

p.r.o.

rot

at 1on:

twithout reductlon

gear-box)

Cyl.i.n,ler:

2119ht

al1oy cyl,lnders wlth

cast iron sleeve

Pistonl Aluminun

cast

piston

wlth 2

piston

rlngs

Piston/cylinder

0,07

-

0,08 mm

t8,00276

-

0,00315

Ln.l

c Iearance:

Ignitlon

systenr: flywheel

ntagheto

generator

wlth

contact

bTeal(ers

Generator

output: AC

12V

110W r 30W

Rectlfier-

al

866 080

requlres mlnlmum load l2 W

(1

Amp.l

resulator

to regulate

optional:

h)

264 870

-

no ntlnlmum load requlred

lqnition tirnlng:

1,96.nrm

=

0,0772 fn.

(lB

degrees) 8.T.0.C.

Cont6ct

breaker

0,3 mn

-

0,4 nrm

(0,0118

-

0,0157 1n.l

PO

lnls

gap

:

Break-alray

gapr

13

-

17 mm

(0,512

-

0,67 ln,)

Spark

plug:

12 ntnt

t0,472

1n. ) BBES

Electrode

sdp:

0,5 nn

(0,02

tn.l

Rad io f,

equeltcy

interference

opt

ional

for AC

or 0C

Suppresslon:

BOMBARDIER.ROTAX

GESELLSCH

FT M. B. H.

MOTONENFABRIK

A.4623

GUNSKIRCHEN - AUSTRIA

Totolon:

{0/246)

271-0', Totrrrr:

(072,i6)

271?06

Tolox: 25546 br0k a.

Tologr.: Bombrolnx G!.sklrcho.

')

t

ffinorax

Technical

data

Db.

579 E

June 1987

-

z)-

92+ 209,

sectlon

qngle

132 degreeg

Rotary

vdlve:

Rotsry vdlve
t lm ing:

C ar bureto r :
Fuel

pump:

ruel:

Lubr

lcstlon of

eng lne:

Storter:

Reduct

lon

ge6r

-

box, opt

lon6l:

Lub.lc6t

lon of

ge6rbox:
01r

ect 1on ot

P

rop.

ehoft:

Coollng:

rotary

volve

openg: 132

degrees

0.T:0.C.

rotdry

valve closeg: 52 degreeg A.T.D.C.

neosured

on cr6nkcose openlngs,

+/-

4 deg. toleronce

2 x BING

36

mn

(1,412

ln. J,

hlnd

lever or ciblc cloke

':'

pnelmatlc

fuel

pump

0F 52

Premlum

g6sollne,

octdne

number not

belon MoN 87 or

RoN

96 ( unle6dcd

nllowed)

SUPER

?-staoka

oll

(tor

hlgh

performance.dlr

cgolcd

z-cycIe enslnes,

proposed

ASIM/CEC at6nd6rd

TSC3)

mlxlng

ratlo

I : 50

(2.per

centl

Rewlnd

gtErter

optlon6l:

d)

Rewlnd

st6rter wlth elect.lc

atErter,

p.t,o.

31de

(for

englne trlthout

reductlon

gearboiJ.

or

b)

electrlc

st6rter, magneto Blde wlthout rewlnd

starter

(gear-box

ls

possl,blel,

Reductlon

searbox

nlth torslon6l shock ebsorber,

r at los

avall€b le:

L=2,O /

2,24

/

2,SA

Gear

oil SAE

140,

API-6LS

or GL6

clockwlse,

vlewed towlrds

propeller

fldnge

llquld-cooled

optlonal:

6)

2 r6dlato19

k1t

lntesrated 0,6

l.

'

0, 159

sal

US

(coollns

eystem 2,35

1.

=

0,6 21

saI

US)

b) 1 rodl6tor

9,8 1..

(0,211

sal.

US)

Eng lne

wlthout

c6|.buretore,

61.

t1lte.s,

fLrel

pump,

exhaugt

3yetem, radlotor 28,4 ks

(62,41

lb.l

2

Csrburetors

wlth rubber flongc

and

cl6nps:

1,8 Ks

(

3,92 lb.)

Exhaust

system

as9y.

'

dpprox, 5,

10

ks

(11,24

lb. l

2 a1r

flltere

'

0,29 ks

(

0,64 fb.

)

Integrated

radlator

klt

6pprox. 2,

1g k9 ( 4,63

lb.)

Electrlc

.starter

klt,

p.t,o.

slde 3,42 kg

(

7,5+

Ib.

)

Electrlc

ata.ter

klt,

mEgneto sldc

3,50 ks ( 7,72

lb.)

Reductlon

searbox,

dry

4,50 kg

(

9,92

lb.l

Wc

lshts

:

Addltlonal
welsht:

SubJect

to modlflcatlon

wlthout

notlce.

TlEIlBER: TEOA379E

Mdrch

1988

ENOII'IE TYPE !

SENIAI,

NO.:

PSRCHASE DATE r

INSTALfu\TION

E.I I

a

u

DEALER IMPRI:{T AREA

BOMBAFDIER-ROTAX

GMBH

MOTOBENFAERIK
A-4623 Gunskirchen

- Ausltia

Tei6lon: {07248)

271-0'. T€l€r 25548

brgk .

T6l6grammadr€33€:

Eombtotar

GunskirchEn