EOS 100 User manual

User Manual
EOS 100 - EOS 100 Booster
Introduction
Thank you for having purchased an EOS 100 / EOS 100 Booster engine! It can proudly
be said that most probably the EOS engine is the one ith best eight to performance
ratio on the market today. Extensive development done by enthusiastic engineers being
pilots themselves together ith the use of only highest quality materials and best
orkmanship of every single component have lead to this outstanding state-of-the-art
product. EOS engines are made in Austria, assembled ith care by experts.
- EOS engine - light weight and reliable power -
General Description
The EOS 100 / EOS 100 Booster is a one cylinder 2-stroke engine, forced air cooled, ith
Carbon housing, diaphragm carburetor, manual start, belt drive reduction, centrifugal
clutch and chromium exhaust ith Carbon silencer. It has been designed to fit the
Paramotor, Xtralight single seat Paratrike, Nano Trike ith Hangglider and various other
special applications for Paraglider and Hangglider motorized flight craft.
Picture / Overview
EOS 100 EOS 100 Booster
(pictures may diversify due to small changes by continuous development)

Technical Data
EOS 100
engine one cylinder 2 stroke
displacement 102cc
stroke 45mm
bore 54mm
compression ratio 1:10,2
gear ratio of belt drive 1:3,5
carburetor membrane Walbro WG8-1 ith choke
spark plug NGK BR9HS (NGK B9HS)
po er 20,4HP (15KW) at 9200RPM
thrust >50kg
starter rope hand starter
cooling fan cooling
average consumption 2,8 - 3,2l/h
fuel inlet Reed valve
air inlet HIFLOW-SHOT air box
fuel recommendation unleaded 98 Octane (min. 95 ROZ)
fuel mixture 2,5%
2-stroke oil full synthetic, half synthetic
eight
( .o. exhaust) 7,5kg
eight
( ith exhaust - all complete) 9,672kg
exhaust Chromium plated, Carbon silencer
max. build-in length 21cm
dimensions 57x34x25cm
propeller recommendation
(rotation anti clock ise)
CT/E100125V1-2BW ood 2 blade or
P&T Carbon 2 blade 125cm or 130cm
EOS 100 Booster
engine one cylinder 2 stroke
displacement 102cc
stroke 45mm

bore 54mm
compression ratio 1:10,2
gear ratio of belt drive 1:3,5
carburetor membrane Walbro WG8-1 ith choke
spark plug NGK BR9HS (NGK B9HS)
po er 21,6HP (15,9KW) at 9500RPM
thrust >55kg / >60kg 125cm / 130cm prop
starter rope hand starter
cooling fan cooling
average consumption 3 - 3,5l/h
fuel inlet membrane, fiber Reed valve 34mm
air inlet HIFLOW-SHOT air box
fuel recommendation unleaded 98 Octane (min. 95 ROZ)
fuel mixture 2,5%
2-stroke oil full synthetic, half synthetic
eight
( .o. exhaust) 7,5kg
eight
( ith exhaust - all complete) 9,75kg
exhaust Nickel plated, Carbon silencer
max. build-in length 21cm
dimensions 57x34x25cm
propeller recommendation
(rotation anti clock ise)
CT/E100125V1-2BW ood 2 blade or
P&T Carbon 2 blade 125cm or 130cm
Differences etween EOS 100 and EOS 100 Booster
EOS 100 EOS 100 Booster
crankcase cylinder port timing FN, silver cylinder port timing FS, gold
exhaust assembly standart Yasuni
air intake Reed Valve 35mm, metal blades 40mm, fiber blades
airbox standard black colored
build in measurements see sketch see sketch
eight see tech. data see tech. data
po er / thrust see tech. data see tech. data

Build Engine to Frame
It varies depending on frame and craft design. But generally engine should be mounted by
using the four attachment points of the main support bracket and using the four rubber
dampeners hich come along ith the engine as standard supply.
Connect engine ignition kill ires to throttle cable (see picture);
ignition (+)
ground (-)
Connect throttle cable to carburetor (see picture);
Important note! - connect fuel line ith appropriate inner diameter 6mm (see picture), put
tube over nipple only, no extra additional fitting needed. Check for a proper air-tight fit.
fuel line nipple

Place air box to carburetor adapter and ell tighten connection ith hose clamp hile
turning air inlet in direction of cylinder or further back ards (not facing to the propeller).
Starter rope to place in right position and ith correct tension (see picture);
remove cable binding
after starter rope installation
Place propeller centering hub to drive heel (see picture) hen mounting the propeller;
Important note! - use the proper bolts (not coming ith the engine) ith proper lengths
(metric M6, Inbus type ith asher, min. 8.8 quality) here the thread of the bolt goes min.
15mm and max. 25mm into the thread of the drive heel.
Propeller
Please use only appropriate propeller types fitting the engine's parameters. Despite of the
diameter in use, the max. RPM should not go much higher and not much lo er than the
mentioned data in the tech. data listing. Wrong propellers may lead to damage of the
engine and ill for sure not grant the desired po er and thrust. Therefore e recommend
to use the propellers as per our accessories offers. The use of other / rong type of
propellers ill result in invalidity of the arranty for the engine!
If a propeller gets damaged and out of balance causing the engine starting to shake and
vibrate more then normal, e strongly advise to change it to ne as serious damage may
occur to engine and especially to engine mount, drive shaft and bearings.
Spark Plug
Install the appropriate spark plug type hat comes along ith the engine delivery.

Fuel, 2-stroke Oil and Fuel Mix
Use fuel ith min. 95 ROZ (unleaded or leaded) or higher only.
Recommended 2-stroke oil quality is either half synthetic or full synthetic ith the follo ing
specifications; API-TC (TSC-3); JASO FC or JASO FD
fuel mix
run-in procedure, first 3 hours operation approx. 3% / 1:33
regular operation 2.5% / 1:40
Please note! - every engine has been test run and carburetor settings have been pre-
adjusted properly prior delivery.
Starting the Engine
The carburetor is pre-adjusted right and the setting should ork in general as it comes.
Pump up fuel from tank to carburetor hilst same time you should press the membrane
ith your finger (see picture) to allo sufficient fuel flo into the carburetor's float chamber.
Important note! - never press the membrane ith to much force.
Important note! - do not over-float the carburetor as in consequence the engine gets
floated and then it ill be very difficult to start it.
As a next step close/activate the choke (see picture). No throttle at all. Pull starter rope as
many times as necessary until the engine fires the first time. As the next step open the
choke again. No operate the throttle about 20% and pull again starter rope as many
times as necessary until the engine starts running, keep it running by operating the throttle
accordingly.
press membrane
choke lever
open position closed/activated

Stopping the Engine
Release throttle, press ignition kill s itch. As an emergency procedure, if any failure ith
the ignition kill s itch or iring, close the air inlet of the air box ith your hand and engine
ill stop quick. Caution! - ell take care of the propeller.
Adjustment of the Car uretor
As mentioned before the carburetor is pre-adjusted hen engine is delivered but in every
different location the carburetor may need some small re-adjustment so that the engine
runs properly at idle and at lo RPM operations. For these adjustments e have t o
adjuster scre s on the carburetor (see picture).
idle adjuster scre
lo jet adjuster scre
Idle adjuster scre - for proper setting proceed as follo s;
- start the engine and arm it up (run it for about 3 minutes operating the engine in
different RPM's)
- release throttle and let the engine come do n to idle. Set the idle adjuster scre to about
1.800 - 2.000 RPM (centrifugal clutch starts to operate at around 2.500 RPM).
Lo jet adjuster scre - for proper setting proceed as follo s;
- standard setting for this adjuster scre is 1,5 turns out (anticlock ise)
- turning in (clock ise) results in a more lean setting
- turning out (anticlock ise) results in a more rich setting
When is need to re-adjust the lo jet adjuster scre ?
- operate engine in middle range RPM, release throttle ...
... engine run comes do n to idle quick and
stays at proper idle
no adjustment needed
... engine run comes do n to idle quick but
engine kills
to rich setting, turn in the adjuster scre
... engine run comes do n to idle to slo
but then stays at idle (and/or idle run is
unstable)
to lean setting, turn out the adjuster scre
Make changes of the adjuster scre in 1/8 turn steps only and re-try procedure until
finding the right setting.
Important note! - hen engine is ne , it is very difficult to find the right settings of both,

idle adjuster scre and lo jet adjuster scre . When engine is getting more and more
used, the settings change and re-adjustment becomes necessary.
Please note! - depending on eather, air pressure, temperature, humidity and altitude
engine may run different or not run properly at idle and/or at lo RPM operations and
small re-adjustment on the carburetor is necessary.
Clutch and Propeller
Even if the idle is set correct and RPM is lo (under 2.500 RPM, or even under 2.000) and
clutch is not engaged the propeller still may turn slo ly. Particularly this happens hen;
engine is very ne
propeller is especially light eight
The reason is the friction of the bearings from the clutch bell, sitting on the turning crank
shaft. The more the bearings get used and loosing friction, the lesser the propeller ill turn
at idle.
Break-in Procedure on a new engine
Every engine has undergone a run in procedure at the factory prior delivery. But operate
the engine ith care for the first 3 hours and do not operate it longer than half a minute at
full throttle. Make the first flights by changing RPM runs frequently, never running the
engine at the same RPM for a longer period of time.
Engine operation
Whenever you begin to operate the engine at a ne time, ell take care of;
pre-flight check (according to the Paramotor unit or other aircraft manufacturer's
advice)
check for proper fuel quality and fuel mix
never run the engine ithout propeller
ell arm up the engine before flight – respect the propeller!
check before flight if arm engine running ell in all RPM's – respect the
propeller!
check before flight if engine ell running at idle ith proper lo RPM
listen to any possible strange noise hat may predict a fault hatsoever
never run the engine under full po er excessively
Have pleasant flights ith your ne EOS engine! - Fly safe and respect the propeller!

Maintenance
maintenance table
before every ne
use
after first 5 hours every 25 hours every 100 hours or
every year
after 200 hours
rubber mounts check replace
scre s and nuts check
throttle cable
function
check
ignition kill s itch
function
check
fuel system check
air box rubber fitting check replace
drive belt check replace
spark plug cap fitting check
carburetion and
combustion / spark
plug image
check check
spark plug check replace
muffler springs replace
carburetor
membranes and
gaskets
check replace
starter rope / or
complete starter
replace
fuel lines replace
Reed valve replace
exhaust silencer
dampening material
replace
piston and rings replace
crankshaft bearings replace
Com ustion and Spark Plug Image
The ay the spark plug looks like sho ing you the quality of combustion. With a correct
combustion the engine is giving best performance and life span of the engine ill be
longest. Generally speaking, a to rich setting ill never kill the engine but making it
perform improperly, causing a rough run and making the engine shake in lo and medium
RPM's. Exhaust ill smoke extensively and oil dropping out. In long term spark plug
getting soiled making it fail and accumulation ill effect piston and cylinder head.
A to lean setting ill result in increased abrasion of piston, rings and cylinder and giving
insufficient lubrication to bearings. Engine temperature increases resulting in a generally to
hot engine run and damages may occur soon. A far to lean running engine ill fail quickly
or even instantly (piston head surface getting burned and forming a hole, resulting in
instant loss of compression and engine stops, or piston and rings start to scratch cylinder
surface and seize).
The follo ing pictures ill help you to understand the correct combustion by sho ing the
condition of the spark plug.

The EOS engine's standard setting is adjusted to rather a bit to rich run in order to have a
safe engine run. The main adjustment is made by the selection of a proper main jet
inserted into the carburetor. The lo jet adjuster scre helping for a proper setting in lo
and medium RPM's but not changing the combustion temperature and condition under
high and full RPM.
If the spark plug of your engine sho ing a far to rich or far to lean combustion;
check for proper fuel/oil mix
check your fuel lines and filter (no kink in fuel line, no leaking, no air coming into the
line system, no air bubbles, no dirt in filter blocking fuel flo )
check fuel tank vent (no vacuum)
check if spark plug type is the right one
check for correct setting of the lo jet adjuster scre
original air box ith original air inlet installed to engine (tight fit of collar)
choke not closed/activated (or partly closed)
If all above correct but still improper combustion, then there may be a general fail function
of the carburetor. Change membranes and gaskets and eventually main fuel jet. If still
improper combustion, consult ith your dealer/Paramotor/aircraft manufacturer for
assistance (or EOS engine if the agent cannot help).