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The ROTAX Type 532 Engine is a liquid-cooled, two-stroke engine designed for reliability and durability. Its robust construction and the use of high-quality parts ensure long-term, trouble-free service, provided it receives proper maintenance and is operated with suitable fuel and oil. The engine incorporates the latest technical developments, with the manufacturer reserving the right to make modifications without prior notice to take advantage of future advancements.
The ROTAX Type 532 engine operates on a two-stroke cycle and is liquid-cooled, featuring an integrated water pump for efficient temperature management. It utilizes a rotary valve system for precise intake timing. The engine is equipped with a BOSCH magneto generator that produces 12V 140W alternating current, which powers the ignition system and can also be used for external loads like lights. The ignition system uses contact breakers, which are factory-set for optimal performance. For starting, the engine can be equipped with a rewind starter, and an electric starter is available as an option, either on the PTO side (without a reduction gearbox) or the magneto side (with a gearbox). A reduction gearbox with a torsional shock absorber is also an optional feature, offering various ratios to suit different applications.
For operation, the engine requires a mixture of standard-grade gasoline and Super 2-stroke oil, with a strict mixing ratio of 50:1. Using too much oil can lead to carbon deposits on the spark plug, piston, cylinder ports, and muffler, potentially causing problems and piston ring sticking. Conversely, insufficient oil can result in inadequate lubrication, leading to piston seizure and bearing damage. The manufacturer emphasizes that poor oil quality cannot be compensated by increasing the oil quantity.
Starting the engine involves a specific procedure: for a cold engine, the choke should be used without setting the throttle. After the first ignitions, the throttle should be opened briefly, and then the choke closed. It's important to note that opening the throttle reduces the choke's effectiveness. Prolonged use of the choke can flood the engine with fuel, necessitating the removal, cleaning, and drying of spark plugs, followed by several cranking attempts. If the engine still fails to start, troubleshooting procedures should be followed.
The BING carburetor is a piston-type carburetor with a float chamber, adjustable via jets and screws. Adjustments to the jets should only be performed by a specialist or after consulting the engine manufacturer. The air-fuel mixture at idle speed is adjusted by the air adjusting screw, while the idle RPM is set by the carburetor piston adjustment screw. Critical for proper function, the carburetor must be positioned at an exact right angle relative to the crankshaft (both from top and intake side views) to ensure equal mixture distribution to both cylinders. The ventilation tubes must be protected from excessive airstream.
Regular maintenance is crucial for the ROTAX Type 532 engine's longevity. The manual outlines several key maintenance tasks:
Break-in Procedure: Before regular operation, a break-in procedure must be performed with the engine installed in the airframe and loaded with the propeller. The plane should be tightened to the ground, and the engine run according to a specified graph that details RPM and duration intervals. After this procedure, the idle speed needs to be adjusted, and then short take-offs can be conducted.
Rotary Valve Adjustment: Correct installation of the rotary valve disc involves bringing the magneto side piston to Top Dead Center (T.D.C.) using a T.D.C. gauge, then positioning the disc on the gear so its edges are as close as possible to the marks. Due to the asymmetrical nature of the disc, different positions should be tried to determine the best installation.
Spark Plug Maintenance: Spark plugs should be checked if the engine fails to start or operates on only one cylinder. This includes verifying ignition wiring connections and inspecting the spark plugs for bridging between electrodes, oiliness, or soot. Properly calibrated spark plugs should appear brownish. Too high a heat range (cold plug) or rich carburetor calibration will result in black and sooty plugs, while too low a heat range (hot plug) or lean calibration will cause burnt white plugs with melt drops on the electrodes. Heavy oil deposits on electrodes and insulators can cause engine troubles and must be removed regularly (every 10 hours). If no spark is present after cleaning or changing the spark plug, the spark plug protector, ignition cables, and ignition unit should be checked.
Ignition Unit Adjustment: The ignition unit is factory-set, and adjustments should only be made if absolutely necessary. Intermittent ignition failures or other non-spark-plug/carburetor-related issues may indicate problems with the contact breakers. Contacts must be clean and unburnt. New engines may require re-setting of contacts after some time as the cam-follower adjusts. Access to breaker contacts is gained by removing the rewind starter and starting pulley, without needing to remove the magneto housing.
Ignition timing is checked by aligning a mark on the magneto housing with an arrow on the crankcase when the breaker contacts open (verified with a test lamp or buzzer). The contact breaker gap should be 0.30–0.40 mm (0.012–0.015 in). If not, the stator plate needs adjustment. The pole shoe break-away gap should be 13–17 mm (0.51–0.67 in) when the flywheel mark aligns with the fan housing mark. If this gap is out of tolerance, the flywheel may have turned on the crankshaft, requiring removal and inspection of the taper and key.
Ignition Damping Box: To prevent piston failures from glowing deposits on spark plugs (due to fuel additives), an ignition damping box (part no. 866 572) is installed to reduce spark energy and glowing of deposits. A precaution check involves connecting the damping box with reversed polarity; no spark should occur on either plug when cranking. If a spark is present, the damping box is defective. If ignition troubles persist, disconnecting the damping box can help diagnose if it's the source of the problem.
Decarbonizing: After approximately 50 hours of use, the combustion chamber should be decarbonized. This involves removing the cylinder head, holding the cylinders in place, and using a scraper to remove carbon scales from the cylinder head and piston top (with the piston at top dead center).
Liquid Cooling System: The cooling liquid is circulated by a pump through the cylinders, cylinder head, and radiator. The system must be installed to allow vapor to escape into the radiator's water tank or an expansion chamber. Water should be used as coolant in warm periods, and an anti-freeze mixture in frost periods. The cooling liquid level should be checked before every operation and refilled if necessary. The average operating temperature should be 60–80°C. Excessive temperatures require investigation into possible causes like low liquid quantity, blocked radiator or tubes, defective pump, or too much anti-freeze. Anti-freeze additives reduce cooling efficiency. When opening the cooling tank cap, a cloth should be placed over it, and the cap turned only partially to prevent scalding from boiling water.
Rotary Valve Gear and Liquid-Cooling Pump: The crankcase houses a 90° gear with oil lubrication, which requires 2-stroke motor oil (the same as used for fuel mixture). An oil tube connects the oil tank to the top of the gear, and a return line from the crankcase bottom leads back to the tank. The oil level (approximately medium height of the oil tank) and the condition of oil tubes and connections should be checked before every operation. Notable oil consumption (more than 1 c.c./hour) indicates a leak, requiring inspection of the crankshaft oil seals.
Rewind Starter: To use the rewind starter, pull the grip slowly until resistance is felt, then pull vigorously but not fully to the end, pulling in the direction the rope exits the sheave. The grip will return to its original position via a rewind spring; do not let it fly back. The engine should not be operated if the rewind starter is defective. Changing the starter rope involves removing the snap ring, loop spring, circlip, pawl lock, and pawl. The old rope is removed by pulling it out fully, holding the housing and sheave together, and pushing out the key clamp visible in the sheave opening. The new rope is then inserted, the key clamp mounted, and the parts reassembled. Caution is advised not to remove the spring container to prevent injuries.
General Safety: All mounting and maintenance operations should be performed by skilled personnel. Safety warnings must be observed to prevent injury.
General| Bore | 72 mm |
|---|---|
| Fuel System | Carbureted |
| Cooling | Liquid-cooled |
| Lubrication System | Oil injection |
| Engine Type | 2-stroke, twin-cylinder |
| Displacement | 521.2 cc |
| Max Power | 6500 rpm |
| Carburetion | 2 x Bing 54 |
