GT-VX1 with Simonini Victor 2 Super

[Gyro Technic]

My schedule has finally loosened up enough to be able to get out some video for the first flight of my VX1 now fitted with a Simonini engine.
I can't express how happy I am with the engine!

Most all previous VX-1 models have been fitted with the Rotax 582.
A few years ago, when I got word of the 582 being discontinued shortly, I had my concerns about finding a substitute.

Then, starting about 3 years ago with the encouragement of my late, dear friend Leigh Allison (Resasi), I was able to introduce the VX2 with a Rotax 912.
A Gyro Technic machine with a 912 had been the #1 request I was getting during my displays at all the major events. People wanted the power, reliability, and economy of the 912.
After the introduction of the VX2 (912), every kit order I received was for the X2 (912 version) except for 1.

The 912 is nice, but it comes at a cost. Both price and weight.

The Simonini Victor 2 Super is approximately the same weight as the Rotax 582, but advertised at 100HP (35 HP more!)
Do I think it is putting out 100HP? No, probably not, but still the improvement beyond the 582 is amazing.
Being an open format machine, I don't fly any faster, but when I need some climb performance... Oh Boy!

I pushed my 582 hard, and I was seeing 7.5 GPH fuel burn. On the Victor 2, I am seeing less than 5 GPH!

I am now excited and expect that the VX1 model is going to make a strong comeback with this new powerplant!
The decision between the VX1 and the VX2 has just gotten harder.

Even though I was treating this engine with "kid gloves" on its first flight, the performance was still awesome! This is hands-down my "Dream Machine!"

Denis

 

[RogerB]

Extremely efficient in patamotors and known for their reliability , had no idea they made a 100hp but I’ll bet they perform great. Great video

 

[Sv.grainne]

Cool, have you flown my blades yet?

 

[Jazzenjohn]

Have you figured out where you're gonna attach the drogue chute on it so I can keep up Denis??? lol Beautiful Video !

 

[meglin]

Our experience with this motor has been very unpleasant. Perhaps the quality has changed now, but previously it was completely unpredictable. At that time, we came to the conclusion that the Rotax-582 was the limit of reliable operation. Anything higher could not work in aviation. This is confirmed by the rapid withdrawal of the Rotax-618 from production. I would be glad if the situation has changed. For now, I urge the utmost caution in flight.

 

[Gyro Technic]

Our experience with this motor has been very unpleasant. Perhaps the quality has changed now, but previously it was completely unpredictable. At that time, we came to the conclusion that the Rotax-582 was the limit of reliable operation. Anything higher could not work in aviation. This is confirmed by the rapid withdrawal of the Rotax-618 from production. I would be glad if the situation has changed. For now, I urge the utmost caution in flight.

Vladimir,
I appreciate your honest, constructive, well written reply.
Thank you.

How long ago was it that you were testing these engines?
Exactly what components did you find problematic?
Hopefully things have changed. We will proceed cautiously.
Denis

 

[Eric S]

My schedule has finally loosened up enough to be able to get out some video for the first flight of my VX1 now fitted with a Simonini engine.
I can't express how happy I am with the engine!

Most all previous VX-1 models have been fitted with the Rotax 582.
A few years ago, when I got word of the 582 being discontinued shortly, I had my concerns about finding a substitute.

Then, starting about 3 years ago with the encouragement of my late, dear friend Leigh Allison (Resasi), I was able to introduce the VX2 with a Rotax 912.
A Gyro Technic machine with a 912 had been the #1 request I was getting during my displays at all the major events. People wanted the power, reliability, and economy of the 912.
After the introduction of the VX2 (912), every kit order I received was for the X2 (912 version) except for 1.

The 912 is nice, but it comes at a cost. Both price and weight.

The Simonini Victor 2 Super is approximately the same weight as the Rotax 582, but advertised at 100HP (35 HP more!)
Do I think it is putting out 100HP? No, probably not, but still the improvement beyond the 582 is amazing.
Being an open format machine, I don't fly any faster, but when I need some climb performance... Oh Boy!

I pushed my 582 hard, and I was seeing 7.5 GPH fuel burn. On the Victor 2, I am seeing less than 5 GPH!

I am now excited and expect that the VX1 model is going to make a strong comeback with this new powerplant!
The decision between the VX1 and the VX2 has just gotten harder.

Even though I was treating this engine with "kid gloves" on its first flight, the performance was still awesome! This is hands-down my "Dream Machine!"

Denis

Must be tempting flying over all those sandbars in the river. How long before we see a VX1 "Tundra" gyro with BIG TIRES!?

Eric

 

[AviomaniaTexas]

I heard that the Simonini 90 hp and up engines were heavier than the 582, burned more fuel and had a lot more vibration. The USA website suggests that the weight is comparable to the 582, burns less fuel, as you have experienced. Have you noticed a difference in the amount of vibration when compared to the 582?

 

[Gyro Technic]

I heard that the Simonini 90 hp and up engines were heavier than the 582, burned more fuel and had a lot more vibration. The USA website suggests that the weight is comparable to the 582, burns less fuel, as you have experienced. Have you noticed a difference in the amount of vibration when compared to the 582?

Hey Tom,
I don't have exact weights on all the separate components for engine, cooling system hoses and fluids.
I was too excited to get this on and play.
This machine is very similar to my Black VX1 that I just sold with the 582.
The differences would be the new engine, the seat which is about 1 pound lighter, and the DUC prop which would be close to the PowerFin.
This machine weighs 5 pounds more than the old one, but with ~35HP more.

You can certainly feel there is more compression back there, but then it is running at a lower RPM.
Redline is 6K, I am cruising around 5K.
I don't feel the vibration is bothersome at all. Feels good and solid.
I like it better than the wide-open scream of the 582.

I pushed the 582 pretty hard. I was seeing over 7.5 GPH.
I have not been pushing the Simonini as hard (yet), but so far I am seeing right around 5 GPH.

The weather for Thursday and Friday this week doesn't look too bad.
I certainly want to get some more hours on her!

Denis

 

[RogerB]

Hey Tom,
I don't have exact weights on all the separate components for engine, cooling system hoses and fluids.
I was too excited to get this on and play.
This machine is very similar to my Black VX1 that I just sold with the 582.
The differences would be the new engine, the seat which is about 1 pound lighter, and the DUC prop which would be close to the PowerFin.
This machine weighs 5 pounds more than the old one, but with ~35HP more.

You can certainly feel there is more compression back there, but then it is running at a lower RPM.
Redline is 6K, I am cruising around 5K.
I don't feel the vibration is bothersome at all. Feels good and solid.
I like it better than the wide-open scream of the 582.

I pushed the 582 pretty hard. I was seeing over 7.5 GPH.
I have not been pushing the Simonini as hard (yet), but so far I am seeing right around 5 GPH.

The weather for Thursday and Friday this week doesn't look too bad.
I certainly want to get some more hours on her!

Denis

 

[MikeBoyette]

Our experience with this motor has been very unpleasant. Perhaps the quality has changed now, but previously it was completely unpredictable. At that time, we came to the conclusion that the Rotax-582 was the limit of reliable operation. Anything higher could not work in aviation. This is confirmed by the rapid withdrawal of the Rotax-618 from production. I would be glad if the situation has changed. For now, I urge the utmost caution in flight.

618 was a reliable engine if run between 75-100%. If not and using conventional oil the RAVE valves would get carbon in them and stick. This reduced the power. The cure other than using it on a light two place was to use Amsoil Interceptor oil with a special detergent in it to prevent this. The main reason it was discontinued was it was in direct competition with the original 912. It was 75 hp with less weight and quite a bit less in price. The 912 won and 618 was killed off.

 

[scottessex]

Correct Mikey, The 618's liked to be run hard, and had to be to keep the rave valves working property, they were great for high drag aircraft like gyros and PPG's . But yes it was direct competition to the new 912 series. The 582 blue head had all the 618 upgrades. like the water bypass and damper on the flywheel etc.

 

[meglin]

You didn't have crankshaft failure on the 618? We've had it multiple times.

 

[MikeBoyette]

You didn't have crankshaft failure on the 618? We've had it multiple times.

Nope we ran one of the first ones on a light two place Dominator for over 300 hours with no issues at all. It was sold and shipped to Indonesia and reportedly destroyed in the tsunami. On a single place we had issues because the engine wasn’t run hard enough and as I said it before the RAVE valves would stick. We were using traditional two-stroke oil at 50 to 1. I believe now if you were to use an oil interceptor as I used in my 670 most of those problems would go away. I took my agent report four times and I had no carbon buildup whatsoever in the engine or the RAVE valves.