Limbach engines are built by the Limbach Flugmotorenbau, Köningswinter, Sassenberg, Germany. The firm, founded by Peter Limbach, Sr. (1929-1999), began engine development and manufacture in the early 1970s based on VW auto engines adapted for aircraft use. The early Limbach engines are described in considerable detail in SA8/74 and SA12/76. More recent engines have been of Limbach design and manufacture, including some small-displacement, two-stroke cycle engines for ultralight aircraft. The later four-stroke engines are based in principle, only, on VW auto engines as are most other current VW conversions for aircraft. Over 5500 Limbach engines have been built, many of them for use in motor gliders. The current range of engines can be found on the Limbach Website. Peter Limbach, Jr. is the current Technical Director of the firm. The Type Certificates (TC) listed below as LBA refer to certification by the Luftfahrt Bundesamt (Federal Office of Civil Aviation), the German equivalent of the FAA in the US. Certification is to the European JAR requirements.
Limbach designations can be interpreted as follows. The SL prefix in the designation dates to 1971 when the Sportavia firm worked with Limbach to develop the SL 1700 (O-102) engine for its RF 7 aircraft. Jane's still uses the SL designation. However, the designation on the Limbach Website is now simply L as for their other current production engine series. The current Limbach designations and their earlier equivalents can be found in Technical Bulletin No. 17, dated 7/31/92, in the Downloads Section of the Limbach Website. The four-digit number is the engine series (the nominal engine displacement in cc), followed by the first of the two alphabetical suffixes. The first suffix D denotes a dual-ignition system, while E denotes a single-ignition system. The second suffix denotes different model features within the basic series. Specifically, A, B, C, D, or 0, refer to different accessories for the L 1700 and L 2000 series. For the L 2400 series, F or Fi denotes fuel injection with liquid-coooled cylinder heads and an electronically controlled engine-management system and T denotes turbocharging in addition to the features that F or Fi incorporate. Finally, the digital suffix 1 denotes propeller hub compatibility with a variable-pitch propeller (usually built by the Hoffmann firm), 2 denotes compatibility with a fixed-pitch propeller, and 3 is as 2, but for an SAE #1 coupling. Thus, the "L 2400 DT 1" is a Limbach 2400 series engine (OL-148) with dual ignition, turbocharging, liquid-cooled cylinder heads and an electronically-controlled engine management system driving a variable-pitch propeller. Availability of the three propeller hubs for current production engines is given on the Limbach Website and will be omitted here for simplicity.
Limbach has developed many new models that were tested, but rejected for production, probably for many reasons. Some of these development engines had the same model designations as later production engines. All of this can lead to confusion when considering Limbach engine information. The following summary can be used as a "reader's guide" to the various Limbach engines that are listed in this compilation.
The production four-stroke cycle Limbach engines are as follows:
LBA TC#
4582 -- O-102 --- SL 1700 & L 1700 series [except the SL 1700 EB (O-110)]; 56-61hp - in production from 1972 to present.
4582 -- O-110 --- SL 1700 EB; 66hp - This was an O-102 with an increased stroke and was considered to be part of the SL 1700 series - in production from 1973 to 1990.
4597 -- O-121 --- L 2000 series; 70hp - in production from 1981 to present.
4607 -- O-148 --- L 2400 EB, E0, DE series; 84hp - in production from 1987 to present.
4607 -- OL-148 -- L 2400 EF, DF series (fuel-injection, liquid-cooled cylinder heads); 100hp - in production from 1987 to present.
4607 -- OL-148 -- L 2400 ET, DT series (turbocharged versions of L 2400 EF, DF); 130hp - in production from 1987 to present.
The development Limbach engines that did not go into full production are as follows:
O-107 --- L 1800; 55hp - under development and limited production for non-certificated aircraft from 1987 to 1995.
O-115 --- SL 1900; 65hp - under development from 1974 to 1976.
O-120 --- L 2000; 70hp - under development from 1976 to 1979.
O-144 --- SL 2400; 80hp - under development from 1973 to 1979.
O-160 --- L 2600; 90hp - under development from 1976 to 1979.
O-5 (2-Stroke) -- {1.654 / 1.220 / 5.2} / {42 / 31 / 86}
2cyl; L 90 E; 6hp@8500rpm; 1989-1993; Wt = 9#.
Single-ignition engine.
J89-90toJ92-93.
Applications: None found.
O-17 (2-Stroke) -- {2.598 / 1.575 / 16.7} / {66 / 40 / 274}
Same bore and stroke as O-33.
2cyl; L 275 E; 20hp@7200rpm; 1982-present; Wt = 17#.
Solid-state, magneto-ignition engine with 2 carburetors; can be used as direct drive or geared to 0.4 with a V-belt.
Brinks; J81-82toJ92-93.
Applications: (Germany) Dornier KDAR-Locust remotely piloted vehicle.
O-33 (2-Stroke) -- {2.598 / 1.575 / 33.4} / {66 / 40 / 547}
Same bore and stroke as O-17.
4cyl; L 550 E; 44hp@7500rpm; 1987-present; Wt = 35#.
Solid-state, magneto-ignition engine with 4 carburetors; can be used as direct drive or geared, probably to 0.4, with V-belt.
J87-88toJ92-93, J96-97to present.
Applications: (UK) AMF Chevron 2-45 CS microlight.
O-102 -- {3.465 / 2.717 / 102.4} / {88 / 69 / 1679}
Same bore as O-110.
Same stroke as O-107.
4cyl; SL 1700 E, SL 1700 EA, SL 1700 EC, SL 1700 ED, SL 1700 D; 61hp@3200rpm, 68@3600 (TO); 1972-present; Wt = 150-161#; LBA TC = 4582.
Single-ignition engine, except the SL 1700 D with dual-ignition.
BGP; J73-74to present; SA8/74.
Applications: (Canada) Littner Junior VI. (Finland) Tervamäki JT-5 gyroplane (JT-5 built by Magni in Italy under license as VPM MT-5). (France) Fauvel AV.222; Fournier RF-9. (Germany) Akaflug Darmstadt D-39; Blessing Staff Rebell; Scheibe SF 25B, SF 25C Falke 1700 (built in UK as Slingsby T.61G Falke), SF 25E Super Falke, SF 28 Tandem Falke; Schleicher ASK 16; Sportavia (Fournier) RF 5, RF 5B, RF 7. (Poland) SZD-45A Ogar (Greyhound). (US) Pazmany PL-4A; Pober Pixie.
4cyl; L 1700 EA, L 1700 E0; 56hp@3300rpm, 60@3600 (TO) for EA & 60hp@3200rpm, 68@3600 (TO) for E0; 1972-present; Wt = 161#; LBA TC = 4582.
Specifications here are for current production versions of the O-102 series as listed presently on the Limbach Website.
See SL 1700 above.
Applications: Some of the SL 1700 applications above.
O-107 -- {3.543 / 2.717 / 107.1} / {90 / 69 / 1756}
Same bore as O-115, O-121.
Same stroke as O-102.
4cyl; L 1800 EA; 55hp@2600rpm, 66@3600 (TO); 1997-1995; Wt = 154#.
Single-ignition engine in limited production for microlights without LBA certification. Limbach considered this to be a member of the L 2000 (O-121) series with a reduced stroke.
J91-92toJ94-95.
Applications: (Italy) Flylab Tucano microlight.
O-110 -- {3.465 / 2.913 / 109.9} / {88 / 74 / 1800}
Same bore as O-102.
Same stroke as O-115.
4cyl; SL 1700 EB; 66hp@3200rpm, 73@3600 (TO); 1973-1990; Wt = 164#; LBA TC 4582.
Single-ignition engine considered by Limbach to be a member of the SL 1700 (O-102) series with an increased stroke; a production engine under the same LBA TC.
J73-74toJ89-90; SA8/74.
Applications: (Finland) Tervamäki AT, JT-5 gyroplanes (JT-5 built by Magni in Italy under license as VPM MT-5). (Germany) Schleicher ASK 16.
O-115 -- {3.543 / 2.913 / 114.9} / {90 / 74 / 1883}
Same bore as O-107, O-121.
Same stroke as O-110.
4cyl; SL 1900 D; 65hp@3200rpm, 74@3600 (TO); 1974-1976; Wt = 154#.
Dual-ignition engine; apparently replaced as a production engine by the O-110.
SA8/74, 6/75.
Applications: (Australia) Lobet-de-Rouvray Ganagobie 05 (Canadian ultralight design). (US) Taylor (Molt) Mini-IMP.
O-120 -- {3.701 / 2.795 / 120.3} / {94 / 71 / 1971}
Same stroke as O-144.
4cyl; L 2000; 70hp@3000rpm; 1975-1979; Wt = 201#.
This O-120 was anounced as an engine to extend the power range beyond the O-102 and O-110. This initial development was not pursued to production and was supplanted eventually by the O-121 production engines.
J75-76toJ78-79; SA12/76.
Applications: None found.
O-121 -- {3.543 / 3.087/ 121.7} / {90 / 78.4 / 1995}
Same bore as O-107, O-115.
4cyl; L 2000 EA, L 2000 EB, L 2000 EC, L 2000 E0, L 2000 DA; 70hp@3000rpm, 80@3400 (TO); 1981-present; Wt = 152-163#; LBA TC = 4597.
Single-ignition, except for L 2000 DA; all have one carburetor, except the L 2000 EB, which has two and delivers 72hp@3000rpm; a production engine series.
J81-82to present.
Applications: (Belgium) Epervier. (Brazil) Aeromot Ximango AMT-100 (formerly the French Fournier RF-10). (Canada) Littner Champion V, Whiskey IV. (China) Shenyang HU-2 Petrel 650B. (Czech Republic) Aerotechnik L-13L Vivat; Let-Mont UL Tulak, UL Piper. (France) Issoire APM-20 Lionceau; Pottier P 200S Koala; Sauper J.300 Series 3 Joker; Robin ATL II. (Germany) Grob G 109; Hoffmann H36 Dimona, HK36 Super Dimona motorgliders; Kiebitz biplane; Scheibe SF 25B, SF 25C Falke 2000, SF 36; Schleicher ASK 16; Sportavia (Fournier) RF 5, RF 5B, RF 7, RF 9; Valentin Taifun 15S, 15E, 17S, 17 E. (Italy) Aviolight P.86 Mosquito; Tecnam P 92 Echo; Terzi T-9 Stiletto. (Romania) ICA Brasov (IAR) IS-28M1, M2. (UK) Europa XS Monowheel; Luscombe P3 Rattler UL, Valiant. (US) Fisher Horizon I, II; Tri-R Tech KIS.
O-144 -- {4.055 / 2.795 / 144.4} / {103 / 71 / 2366}
Same bore as O-160.
Same stroke as O-120.
4cyl; SL 2400; 80hp@3000rpm; 1973-1979; Wt = 204#.
The O-144 was introduced as an engine to extend the power range beyond the O-102 and O-110. This initial development was not pursued to production and was supplanted eventually by the O-148 production engines.
J73-74toJ78-79; SA8/74, 12/76.
Applications: None found.
O-148 -- {3.819 / 3.228 / 147.9} / {97 / 82/ 2424}
Same bore and stroke as OL-148.
4cyl; L 2400 EB, L 2400 E0, L 2400 DE; 84hp@3000rpm, 87@3200 (TO); 1987-present ; Wt = 181#; LBA TC = 4607.
Single- and dual-ignition versions with two carburetors; production engines.
J87-88to present.
Applications: (Australia) Yager KY-03 Libellula. (Germany) Grob G 109, G 109A, G 109B; Hoffmann HK 36 Super Dimona; Stemme S 10 (Chrysalis in US, TG-11A for US DOD); Valentin Taifun 17 E. (Poland) Aero AT-3. (Romania) Aerostar 01. (US) Roberts Sceptre II.
OL-148 -- {3.819 / 3.228 / 147.9} / {97 / 82/ 2424}
Same bore and stroke as O-148.
4cyl; L 2400 EF, L 2400 DF; 100hp@3000rpm; 1995-present; Wt = 181#; LBA TC = 4607.
L 2400 series versions with air-cooled cylinder barrels and liquid-cooled cylinder heads (as in Rotax 912, 912S, and 914 engines), fuel injection, and electronically-controlled engine management, including automatic altitude compensation. These are production engines. Other versions reported in Jane's for the OL-148 series were the L 2400 EFiG, which was a geared (to N/A) version producing 140 hp with Wt = 231# and a projected turbocharged version producing 160hp. Two other engine models reported in Jane's were the L 2400 DWFi (possibly an initial designation for the DF) and a geared (to 0.404 or 0.489) version, the L 2400 DWFiG.
J95-96to present.
Applications: (Austria) Diamond (formerly Hoffmann) HK36 Super Dimona; HB 207 Alfa. (France) Fournier RF-47. (Germany) Stemme S 10; Valentin Taifun 17 E, 17 EII. (Poland) Aero AT-3 L100.
4cyl; L 2400 ET, L 2400 DT; 130hp@3000rpm; 1996- present; Wt = 187#; LBA TC = 4607.
Same as L 2400 EF and L 2400 DF with the addition of turbocharging. These are production engines. Korff & Co. KG, of Dietzenbach, Germany is reported to have been involved with Limbach in the turbocharger development (KP3/02). Korff is a modification facility for European motor gliders. Their Website can be found from a link on the Limbach Website.
J96-97to present; KP3/02.
Applications: (France) DynAero MCR 01 BanBi (marketed as American Ghiles Lafayette I Sportster in US). (Germany) Grob G 109B; Impulse 130.
4cyl; L 2400 DT.X; 160hp@3000rpm; 2007-present; Wt = 189#.
New experimental engine under current development and reported on Limbach Website.
Applications: None found.
O-160 -- {4.055 / 3.091 / 159.7} / {103 / 78.5 / 2616}
Same bore as O-144.
4cyl; L 2600; 90hp@3000rpm; 1975-1979; Wt = 205#.
This O-160 was anounced as an engine to extend the power range beyond the O-102 and O-110. This initial development was not pursued to production and was supplanted eventually by the O-148 production engines.
J75-76toJ78-79; SA12/76.
Applications: None found.