Solo 2625 01i neo User manual

solo
service
Service-manual
For the aircraft engines
2625 01i neo and 2625 02i neo
SOLO
Kleinmotoren GmbH
Stuttgarter Str. 41
D - 71069 Sindelfingen
Tel.: [phone]
Fax.: [phone]
Edition 1 dated 26.11.2020

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 2
Table of contents
1General hints and description of the engines ............................................................ 3
2Description..........................................................Fehler! Textmarke nicht definiert.
2.1 Basics...........................................................Fehler! Textmarke nicht definiert.
2.2 Engine electrics overview................................................................................... 4
2.2.1 Working method of the engine control unit (ECU)........................................5
2.2.2 Wire diagrams electrics ...............................................................................6
2.3 Fuel supply system.......................................Fehler! Textmarke nicht definiert.
2.3.1 Fuel line diagram...................................Fehler! Textmarke nicht definiert.
2.4 Redundancy functions..................................Fehler! Textmarke nicht definiert.
3Inspections and maintenance intervals ...............Fehler! Textmarke nicht definiert.
4Disassembly, check and assembly......................Fehler! Textmarke nicht definiert.
4.1 Necessary tools, oil, adhesives and sealantsFehler! Textmarke nicht definiert.
4.2 Tolerances for tightening torques.................Fehler! Textmarke nicht definiert.
4.3 Engine..........................................................Fehler! Textmarke nicht definiert.
4.3.1 Disassembly of the engine......................................................................... 13
4.3.2 Check of the individual parts..................Fehler! Textmarke nicht definiert.
4.3.3 Assembly of the engine .........................Fehler! Textmarke nicht definiert.
4.4 Throttle valve system 23 00 891 V1/V2............................................................17
4.4.1 Hints for disassembly.............................Fehler! Textmarke nicht definiert.
4.4.2 Check of the individual parts..................Fehler! Textmarke nicht definiert.
4.4.3 Hints for assembly.................................Fehler! Textmarke nicht definiert.
4.5 RPM sensor..................................................Fehler! Textmarke nicht definiert.
4.5.1 Hints for assembly.................................Fehler! Textmarke nicht definiert.
4.6 Fuel supply unit............................................Fehler! Textmarke nicht definiert.
4.6.1 Hints for disassembly................................................................................. 19
4.6.2 Check of the individual parts..................Fehler! Textmarke nicht definiert.
4.6.3 Hints for assembly.................................Fehler! Textmarke nicht definiert.
5Diagnosis and elimination of engine malfunctionsFehler! Textmarke nicht definiert.
5.1 Basics...........................................................Fehler! Textmarke nicht definiert.
5.1.1 Handling with WinTrijekt NEO.................................................................... 20
5.1.2 One important rule of thumb ….................................................................. 20
5.2 Error memory of the engine control unit .......Fehler! Textmarke nicht definiert.
5.3 Check the status of the engine.....................Fehler! Textmarke nicht definiert.
5.4 Special cases...............................................Fehler! Textmarke nicht definiert.
5.4.1 Engine will not start ...............................Fehler! Textmarke nicht definiert.
5.4.2 Engine gets hot......................................Fehler! Textmarke nicht definiert.
5.4.3 Engine does not achieve full power or power drops.........Fehler! Textmarke
nicht definiert.
5.4.4 The generator control lamp lights up while the engine is running ...... Fehler!
Textmarke nicht definiert.

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 3
6Notes...................................................................Fehler! Textmarke nicht definiert.
1 General hints and description of the engines
This service-manual shall give the engine specialist necessary hints for repairs and
maintenance of the engine and help him solving specific problems and familiarize him
with engine-specific special features. This service-manual is valid together with the
engine-manual and the spare-parts-list. General knowledge of two-stroke-engines is
required to work on SOLO-aircraft-engines.
! Attention !
Because this engine is used as a certified engine for motor gliders, the national
authorizations of the specific certifying staff must be maintained.

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 4
2 Description
2.1 Basics
The aircraft engines SOLO 2625 01i neo and 02i neo are water cooled two cylinder two-
stroke engines with piston-ports and map-controlled intake-manifold fuel injection and
ignition. They are lubricated by a fuel-oil-mixture. They are based on the 2625 01i or
2625 02i.
2.2 Engine electrics overview
Note: Redundant components are underlined in the following overview.
−Sensors:
oInductive RPM-sensor and crankshaft position sensor on the rotor of the
generator (redundant sensor unit)
oAngle sensor of throttle valve(redundant sensor unit)
oEngine temperature sensor
oAmbient air temperature sensor
o2 fuel pump current sensors (included in the fuel pump electronic unit)
oAmbient pressure sensor (included in Trijekt bee)
−Actuator:
o4 injection valves (two per throttle body, of which one belongs to channel A and
one to channel B)
o2 fuel pumps(included in the fuel supply unit) with fuel pump relays (included in
the fuel pump electronic unit)
o2 double ignition coils, of which one ignition line leads to the first and the second
cylinder head. 2 ignition drivers (integrated in the ECU).
oEngine control unit (ECU) Trijekt bee in redundant design (ignition- and injection
control unit)
−Power supply:
oGenerator
oController SOLO GR 30
oCapacitor, generator-LED, resistance
obattery
−Other:
oWiring
oPlug connector
oSwitches, relays
oFuses

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 5
2.2.1 Working method of the engine control unit (ECU)
The engine control unit continuously records the measured values by the sensors. With
the obtained data and the stored maps, the injection quantity and ignition timing are
always adjusted during engine operation, so that the engine works optimally. The ECU
corrects the injection quantity depending on the current density level. When the engine
reaches its maximum permissible speed, it is limited to prevent damage due to
overspeeding.
In addition, the engine control system enables the engine to be started quickly and
without any problems. This is achieved by firstly activating the fuel pumps for about 3
seconds after switching on the engine to build up fuel pressure and secondly by initially
enriching the mixture a little when the engine is cold. The later makes a choke or any
other cold start devices superfluous. The engine is always started in idle position.
To facilitate fault diagnosis, the ECU has an integrated fault memory. It contains all faults
detected by the engine management system as well as information on whether limit
values (e.g. for engine speed or cooling water temperature) were exceeded during
operation.
The engine control unit has two digital communication interfaces: RS 232 (serial
interface) and CAN. The former allows a computer to be connected to check the status of
the engine control unit or read the error memory using the WinTrijekt NEO software,
which can be downloaded from the SOLO website https://aircraft.solo.global/de/. Both
engine operation data and fault messages can be transmitted via the CAN interface, for
example to display them on an engine operation unit. A CAN protocol is available from
SOLO on request.

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 6
2.2.2 Wire diagrams electrics
Wire diagram control unit
-
+
-
+
-
+
-
+
Stromversorgungsstecker
(Deutsch DTM06-4S)
Hauptstecker
(TE 929504-4)
Benzinpumpen-Elektronikeinheit
1
4
Zylinder 2
(vorne)
Kanal B
6
20
21
23
24
5
22
7
Signalstecker
(Deutsch DTM06-6S)
5A M
Sicherung FP 2
5A M
Drehzahlsensor
(Deutsch DTM04-6P
Stecker)
Sicherung IC 2
5A M
Sicherung IC 1
5A M
1
2
6
2
10
8
Hauptstecker
(TE 929504-4)
Benzinpumpen-Elektronikeinheit
1
2
3
4
3
5
7
9
Sicherung 1 ECU
4A M
solo
Vertriebs- und
Entwicklungs- GmbH
10
Wassertemp.
16
Signalmasse 1
25
Benzinpumpe P1
17
Leistungsmasse
26
Signalmasse 2
34
Zündspule 2
8
Signal DKS 1
14
RS 232 RXD
31
CAN H
9
Sicherung FP 1
Drehzahl Kanal 2
Stromsignal P1
15
RS 232 TXD
23
EV Zyl. 2, Kanal B
32
+5V
3
+ 12V
13
Stromsignal P2
21
EV Zyl. 2, Kanal A
30
CAN L
4
Benzinpumpe P2
29
Drehzahl Kanal 1
22
EV Zyl. 1, Kanal B
Verteilerleiste +12V
28
29
15
6
RXD
3
3
TXD
3
4
+
-
ZS 1
ZS 2
-
+
18
19
Sicherung 2 ECU
4A M
CAN
L
H
1
2
3
4
5
1
2
3
4
5
6
16
Winkelsensor
Drosselklappe
(Deutsch DTM04-6P
Stecker)
6
1
2
25
26
8
9
10
27
4
Sensor Wasser-
temperatur
(Bosch 1 928 403 874
Stecker)
30
5
17
Gesamtschaltplan Steuerung
2625 01i neo und 2625 02i neo
ECU
ECU(Trijekt bee) - Pinbelegung
1
Leistungsmasse
11
Verteilerleiste Leistungsmasse
EV
Zylinder 2
(vorne)
Kanal A
Zylinder 1
(hinten)
Kanal A
EV
34
31
32
33
11
12
13
14
EV
EV
1,5 mm2/ 16 AWG (1,5 mm2nicht für ECU-Stecker geeignet)
0,5 mm2/ 20 AWG
1,0 mm2/ 17 AWG / 18 AWG
0,35 mm2/ 22 AWG
Sensor
Umgebungsluft-
temperatur
Anmerkungen: • Alle Knotenpunkte müssen ausreichend vor Vibration geschützt sein. • Falls anstelle der Solo Benzinversorgungseinheit andere Pumpen zum Einsatz kommen, müssen ggf. die Sicherungen FP1 und FP2, sowie die Kabelquerschnitte der Versorgungsleitungen, angepasst werden. (Sicherungen max. 7,5A mt) • Solo empfiehlt für die Motorumgebung die Verwendung feinstdrähtiger, temperaturbeständiger Litze. (z.B. SiFF) • Die Benzinpumpen-Elektronikeinheit ist sowohl mit einem PCB - Hauptstecker als auch mit zwei separaten, kabelgebundenen Steckern (Signal und Stromversorgungsstecker) erhältlich.
04.01.2020
Schalter Zündkreis 2
Schalter Zündkreis 1
5
2
Leistungsmasse
12
Signal DKS 2
20
EV Zyl. 1, Kanal A
27
+ 12V
Lufttemp.
18
Zündspule 1
28
2
RS 232
empfohlene Kabelquerschnitte: (gemäß DIN VDE 0295: unterstrichen, US-Norm: kursiv)
Zylinder 1
(hinten)
Kanal B

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 7
Wire diagram power supply Wire diagram fuel pump
electronic unit
a) with signal and power supply
connector
b) with main connector
Benzinpumpen-
Elektronikeinheit
-
+
Pumpe 1
+
-
Pumpe 2
1
2
3
4
Strom-
versorgungs-
stecker
(Deutsch
DTM04-4P)
6
Signalstecker
(Deutsch DTM04-6P)
1
2
3
4
5
3
4
empfohlene Kabelquerschnitte: (gemäß DIN VDE 0295: unterstrichen, US-Norm: kursiv)
0,5 mm2/ 20 AWG
2,5 mm2/ 14 AWG
4 mm2/ 10 AWG /11 AWG
Ladekontrolllampe
1
1
1
2
DTP
06-2S
DTP
04-2P
0,2A M
DEUTSCH-Stecker
DEUTSCH-Stecker
1
2
DTM
04-4P
DTM
06-4S
2
3
Batterie
Spannung: 12V bzw. 13,2V
6-zelliger Blei- oder
4-zelliger LiFePo4-Akku
WICHTIG!
max. zul. Ladestrom ≥ 30A
+
ELKO 47mF, 40V
EPCOS B41458B7479M000
-
Verteilerleiste +12V
Motorsystem
Verteilerleiste Leistungs-
masse Motorsystem
+
-
80A T
40A M
Generatorsicherung
Gesamtschaltplan Versorgung
2625 01i neo und 2625 02i neo
solo
Vertriebs- und
Entwicklungs- GmbH
Batteriesicherung
470 Ω, 1W
Anlasser
Hauptschalter
Phase 2
Phase 3
+ Supply
GEN
OVP
REGLER
GR30
GND
Charge Out
15.11.2019
6 mm2/ 9 AWG / 10 AWG
10 mm2/ 6 AWG / 7 AWG
DELPHI Metri-Pack 480 Stecker
4
Phase 1
1
1534 4628
1213 1592
1
2
2
3
3
Engine turn
Anmerkungen: • Der Regler sollte nicht direkt am Motor bzw. am Klapptriebwerk montiert werden.
2
GENERATOR
Ducati, 3-Phasig,
permanent-
magneterregt,
500W

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 8
2.3 Fuel supply system
The fuel supply system basically consists of a tank, pipes, a throttle valve system, fuel
cock, fuel pumps with check valves, fuel filters and the pressure regulator.
The SOLO fuel supply unit contains fuel pumps, check valves, pressure regulator and
fine filter.
2.3.1 Fuel line diagram
The following fuel line diagram shows the fuel system when using the SOLO fuel supply
unit (BVE), but without the required tank inlet filter(s). If other fuel pumps are installed,
deviations may occur. These are then at the discretion and responsibility of the aircraft
manufacturer.
shut-off valve
pump 1
pump 2
fuel tank
(main tank)
pressure
regulator
included in fuel-supply-unit
fine mesh
filter
included in throttle-body-unit
IV
IV
IV
Cyl. 1 (rear)
Channel A
Cyl. 1 (rear)
Channel B
Cyl. 2 (front)
Channel A
Cyl. 2 (front)
Channel B
IV

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 9
2.4 Redundancy functions
In order to ensure a high degree of operational safety, almost all electrical components
essential for engine operation are redundant (see 2.3). The exception is the ECU itself,
where redundant electronics have been omitted due to its high reliability. However, all
critical pins on the ECU connector are still duplicated. (= “redundant design”)
The special feature of the “neo-engines” is that the engine control unit monitors some
components and reacts automatically in case of an error:
Component(s)
Automatic
monitoring by the
ECU
Error detection, ECU reaction
and effects of errors
Engine temp.,
ambient air
temp. and
ambient air
pressure sensor
While the ECU is
turned on
If the signal is outside the acceptance range, a
default value is used. The engine is then
(restricted) operable. If the engine temperature
sensor is defective, the cold start behaviour is
bad. If the air pressure or air temperature sensor
is faulty, this leads to a loss of performance at
higher air temperatures and at higher altitudes.
Fuel pump
sensors
none
If a current sensor is defective, the affected
pump cannot be monitored. It is possible that an
error message concerning the pump is displayed
incorrectly.
Angle sensor
throttle valve
While ECU is
turned on
If the signal of one potentiometer (channel) is
outside the acceptance range, only the other is
used. In this case the engine can be operated
normally.
If both signals are within the rejection range, or if
they differ too much, a default value of 90° is
used. The engine can then only be operated at
full throttle.
RPM-sensor
and crankshaft
position sensor
While the engine
rotates
If the signal of a sensor is faulty, the
synchronisation of the affected channel is
restarted. If only the currently active (primary)
channel is affected, the system switches over to
the other one. Normally this has no effect to the
engine performance.
Only if both RPM-sensors fail, the motor cannot
be operated anymore.
Injection valves
During full throttle
operation
Both in full throttle operation and during starting,
the ECU changes the active injection channel at
regular intervals. At full throttle the engine speed
is monitored. If this speed drops, the ECU
switches permanently to the channel with higher
speed until the next restart.

2625 01i neo
2625 02i neo
Service Manual
SOLO
KLEINMOTOREN
GMBH
Edition 1 dated 26.11.2020 page 10
Component(s)
Automatic
monitoring by the
ECU
Error detection, ECU reaction
and effects of errors
Fuel pumps
While the fuel
pumps are on (for
about 3 seconds
after switching on
the ECU & while
the engine is
rotating)
Both fuel pumps are operated in parallel and
monitored by their power consumption. The
engine is supplied with sufficient fuel even if only
one of the two fuel pumps is working properly.
The ECU sends a message via CAN for every detected fault (see engine manual and
CAN protocol). If the engine rotates, an additional message is stored in the internal error
memory.
Redundancy of the power supply:
The engine electrics can be supplied with sufficient energy from the battery as well as
from the generator. For the later the smoothing capacitor is required, see wiring diagram
supply.
Ignition redundancy:
The dual ignition system consists of two dual ignition coils, two ignition drivers integrated
in the engine control unit and four spark plugs. Each cylinder is always ignited twice per
revolution simultaneously on both ignition circuits –once near the TDC and once near
the BDC. If one ignition circuit fails completely or partially, the engine continues to run
with minimal loss of power.