Hi All
I know there are some folks on here who have or are building one.
I would like to know from who ever that has one with the Rotax engine or Jabaru engine what they think of the engines.
I have a friend that is going to have the factory build him a plane, and he is considering a O-200 as there are no Rotax facilities in AK.
He thinks that if he has problems with the O-200 he will have more options getting it repaired.
Any thoughts on the subject? I have no preconceived ideas to share with him on either the Rotax or Jabaru engines, I have read that both are very good engines!
Thanks for all your comments in advance.
He and his son are going to both use it to get there license also. both adults. They have a remote business with lots of beach to explore.
GT
Are there any instructors that would like to teach someone on a trip to AK? Should have just about enough time to solo by the end of the trip!!!!
If not, I might have to go to the factory and fly it to AK for them!!

Zane?
Hay give me a break, The darn spell checker didn't mind.
Who nose, I mite half to keep it in my hanger for a while!
There were only 22 kids in my school in all 8 grades, Give me a break!!!! Sounds the same!
GT

M6RV6 wrote:He thinks that if he has problems with the O-200 he will have more options getting it repaired.

George, this is probably true. I know there is a newer, lighter version of the O-200 aimed at LSA's. I've read that even the LSA version is nearly 50 lbs heavier than the Rotax 912 though. There is definitely some credence to the idea of wanting an engine that is of a more common design and more likely to have parts waiting on the shelf, than a less frequently seen Austrian or Australian engine.

Now that Hyster engine on the other hand...

M6RV6,

I have a Jabiru 3300 in the 701. Speaking only about the 3300, I found that the 120 hp it has is virtually vibration free and so quiet I can sit in the cockpit and have a normal conversation without headsets. It starts in less than one rotation in most cases, especially when warm. It was easy to install and wire. The machining on it is outstanding. Consumes 4.5 to 5.0 gph - car gas. When I bought it last year as a firewall forward kit it was $10K less than the Rotax.

Again, nothing against the Rotax - only my current experience with the Jabiru.

Skystrider wrote:M6RV6,

I have a Jabiru 3300 in the 701. Speaking only about the 3300, I found that the 120 hp it has is virtually vibration free and so quiet I can sit in the cockpit and have a normal conversation without headsets. It starts in less than one rotation in most cases, especially when warm. It was easy to install and wire. The machining on it is outstanding. Consumes 4.5 to 5.0 gph - car gas. When I bought it last year as a firewall forward kit it was $10K less than the Rotax.

Again, nothing against the Rotax - only my current experience with the Jabiru.

The additional weight of an 0-200, even the "lightened" one, is SIGNIFICANT in a plane the size of a Highlander (or an S-7, or any other 12 to 1500 lb gross plane. Speaking from experience of using a Subaru (close to 0-200 in weight, a few pounds less) on my first S-7. Sure I made it pencil out, but only with lead permanantly in the ass end.

The high fuel consumption of the Jabiru (sorry Skystrider!) is of some interest to me as I cruise all over at 90 plus and have yet to use 4 GPH, other Jab numbers I've heard are similar as to fuel burn. And, unless you are reaching the 120 horse RPM range of 3 K plus, you have a less then 120 horse engine, correct? Don't get me wrong, I like the Jab, but it has nothing like the numbers in the field of the Rotax, or the fleet hours, that is changing of course as time goes on.We all want to keep it simple, and the Rotax ain't, but it has a 2 K TBO and is the most fuel efficient that I know of. If my 912S blew tomorrow, I would look very hard at the Jab as I too think the price is frigging outrageous!

I'm building a Highlander, but have not purchased the engine. The Jaibaru 3300 was high on the list, but I have been hearing complaints about cooling. I know one guy in WA who has solved the problem by baffling. The factory probably can give you their experience with the Jab powered units. Call Harry.

I am going with the UL350i, which is a 130 hp, air cooled, direct drive, FADEC controlled injected engine. There are only 5 of these engines in the US right now, but the reports out of Europe are very good.

PM me if you have any questions.

Rich

That is a good point about overheating in the Jabiru courierguy. Apparently the 3300 can be sensitive to how well the cowling and baffling is designed but I think that the problem is going away as more experinece with the engine is gained in the field. I know that the firewall forward kit we bought was specifically redesigned for the 701 and we have had no problems with cooling thus far.

There are a a couple of good dealers for Jabiru in the US and we, at least, have experienced no problems with getting parts or questions answered.

Since we have little time so far with the engine I am interested in seeing where the fuel burn comes in for us. It might very well be in that 4 gph or less as we settle down.

One thing I will mention is that the Jabiru uses a Bing carburetor. We had to do some modest throttle adjustments to allow the engine to idle easily. In ground tests we found that quickly pulling out the throttle stalled the engine. It was, however, easy to fix and seemed to be the nature of how the Bing carburetor was setup by default.

I have never flown a Highlander but I have quit a few hours in an Evektor Sportstar with the 912 Rotax and everyone that flew it including myself couldn't believe how quite it is, when you're flying it the loudest noise is the sound of the air flowing around the airplane, it really makes the flight a lot more enjoyable. This is with a standard Rotax exhaust system so I am sure this is true for any airplane with that engine.

For price and parts availability though I don't know if you can beat a Continental 0-200

I have a jabiru engine in a jabiru aircraft. With 300 + hours on this combo I have had no problems with cooling, even in summer Texas flying. The baffling, (actually plenums) are the solution and provided with the engine. As to fuel burn, I have the bing as shipped, and get 5 gpg pretty much all the time. There are a few options that promise better flow, combined with manual adjustment. ( aerovee is the prettiest!) I like the altitude compensating bing, so I don't have to worry with that mixture thing, but I know it's not as precise as manual. Trade offs. The smooth running is a beautiful part of the jab, and the sound is music as well. I believe the jab is lighter, as it's weights include the exhaust and intake. I don't believe rotax includes those on spec sheets. I admit the sound of the rotax was a turn off for me. (petty, I know). I have flown behind a rotax, and the performance is good, I just did not like the sound. Parts have not been an issue for me for the jab, but I was at the us disributor and they appeared to have parts on hand. I can't compare this to rotax, no experience. The friend with the rotax is very happy with it, as I am with the jabiru. Both have a 2K hour TBO. I fully expect to make that. I doubt you'd be disappointed with either. I also really like the electronic ignition on the jab and rotax, as compared to mags.

KB

I have been considering going to the Rotax repairman school in California this spring. It seems like there are not many places to get one fixed, and compared to the engines I have been building for the last 15 years, it is not at all complicated.
I am also considering a Highlander when the Champ is gone. I am pretty sure I will go with Rotax.
Liquid cooling vs. air is always going to be my efficient, especially with declining fuel quality in the US. Rotax is also a big solid company that make lots and lots of engines. Aprillia, BMW, and several other M/C's use castings and even Rotax designed engines, Ski Doo, Sea Doo, Can-Am, all Rotax companies. Plus I have heard that a lot of the drones used in Afghanistan are running Rotax engines.
The Jabiru look good, has nice specs, a good price, but is there years of experience and engineering in the company? Do they have a huge multi national parts network? Will you be left standing with a useless piece of billet if they didn't weather the recession?

David

rfinkle wrote:I am going with the UL350i, which is a 130 hp, air cooled, direct drive, FADEC controlled injected engine. There are only 5 of these engines in the US right now, but the reports out of Europe are very good.

Rich, I just looked at the UL Power website for the first time, even though I keep hearing about these engines. It looks very nice.

The FADEC is highly desirable. Fuel injected? Wow!

Do you know what type ignition is utilizes? Electronic ignition modules like the Rotax?

Zane wrote:

rfinkle wrote:I am going with the UL350i, which is a 130 hp, air cooled, direct drive, FADEC controlled injected engine. There are only 5 of these engines in the US right now, but the reports out of Europe are very good.

Rich, I just looked at the UL Power website for the first time, even though I keep hearing about these engines. It looks very nice.

The FADEC is highly desirable. Fuel injected? Wow!

Do you know what type ignition is utilizes? Electronic ignition modules like the Rotax?

Zane

an Audi ECM. Field reports are good on this unit.

Rich

Rich, I was doing some research into this shortly after you originally posted, and found some pics on the Just forums of a fellow who had modified his cowling to fit the ULPower 350i. It required some pretty severe blisters, which in my opinion are a little over the top. Are you going this route? Is there any word from the Just factory guys on making a more smooth cowl to fit larger engines?

Zane wrote:Rich, I was doing some research into this shortly after you originally posted, and found some pics on the Just forums of a fellow who had modified his cowling to fit the ULPower 350i. It required some pretty severe blisters, which in my opinion are a little over the top. Are you going this route? Is there any word from the Just factory guys on making a more smooth cowl to fit larger engines?

The factory thinks they will create a cowl. Also got drawings from Fly with Gus for everything fw fwd but they wont commit to a delivery date. I had to cxl my trip to Sebring due to an injury. I was hoping to see a prototype when I got there. I'll talk to them in a couple of weeks and post their reply.

When I built my Kitfox SS7, I considered the Rotax, Jab and the 0-200. I decided to go with the 0-200 because after owning 3 of the Rotax 912s, I just wanted something different. The Rotax 912 in my opinion is bullet proof. I had Lycon build my 0-200 with high compression forged pistons, ceramic coated piston tops, port and flowed heads and precision balanced. It is suppose to have 125 HP when running at 3000 rpm. But I needed to have an in flight adjustable prop to get the 3000 rpm for take off and be able to pull the prop back to a suitable cruise rpm. Well, as I found after buying the engine is that the MT prop was the only option but I didn't want to pay close to 10 grand for a prop. The Rotax has a lot of prop options, in fact almost every prop company makes a prop for that engine. Just something to consider, the engines rated HP is dictated by the RPMs. If you can't get the RPMs then you won't get the HP.

MC