New Rotax 915is trubo fuel injected 135 hp

Constructive topics of interest related to aviation that do not match the other section descriptions below (as long as it is somewhat related to aviation, flying, learning to fly, sport pilot, light sport aircraft, etc.). Please, advertisements for Viagra will be promptly deleted!"

Moderator: drseti

jetcat3
Posts: 97
Joined: Sat Jan 30, 2016 4:01 pm

Re: New Rotax 915is trubo fuel injected 135 hp

Postby jetcat3 » Thu Jul 12, 2018 7:21 am

How much does the six cylinder Jabiru weigh? 915 iS is about 215 pounds installed.

I can’t wait to see how the 915 iS implemented this year. Oshkosh should be a good place to show them off!

User avatar
Scooper
Posts: 151
Joined: Sun Jul 08, 2007 12:29 pm
Location: San Francisco, CA

Re: New Rotax 915is trubo fuel injected 135 hp

Postby Scooper » Thu Jul 12, 2018 12:38 pm

jetcat3 wrote:How much does the six cylinder Jabiru weigh?


The Jabiru spec sheet for the 3300A says the installed weight is 180 pounds.
Stan Cooper (K4DRD)
Private Pilot ASEL LSRI
Image
Experimental AMD CH601XL-B LSA N601KE (KOAK)

Mark Gregor
Posts: 201
Joined: Sun Oct 25, 2009 9:36 pm
Location: minnesota

Re: New Rotax 915is trubo fuel injected 135 hp

Postby Mark Gregor » Thu Jul 12, 2018 7:41 pm

The 3300 jabiru makes 120 horsepower but it’s at a higher RPM where prop is not efficient. That’s why you always see short blades on them.
In actual dyno tests (basically they tie the plane to something stationary and measure the amount of thrust or pull the engine can produce) the 100hp 912 outperformed the 120hp Jabiru.

We traded in a Lightning on a new Astore last year and performance wise it not close to the Astore w the 914.

The 914 feels a lot stronger than 15 more horsepower than the 912. Reports so far (I have not flown it yet personally) is that there is a bigger difference between the 912 and 914 than the 914 and 915.

Warmi
Posts: 641
Joined: Sun Oct 16, 2016 5:35 pm
Location: Frankfort, IL

Re: New Rotax 915is trubo fuel injected 135 hp

Postby Warmi » Thu Jul 12, 2018 10:21 pm

I have very little experience with 914 but I keep hearing two drastically different opinions about the overall utility of the engine.

1) unless you are flying up there in the mountains and/ or have a constant speed prop, 914 is a waste of money

2 ) 914 is awesome and worthwhile upgrade even if you are flying a simple LSA down there at 700 feet...
Flying Sting S4 ( N184WA ) out of Illinois

3Dreaming
Posts: 2396
Joined: Sun Jan 10, 2010 6:13 pm
Location: noble, IL USA

Re: New Rotax 915is trubo fuel injected 135 hp

Postby 3Dreaming » Fri Jul 13, 2018 4:06 pm

Warmi wrote:I have very little experience with 914 but I keep hearing two drastically different opinions about the overall utility of the engine.

1) unless you are flying up there in the mountains and/ or have a constant speed prop, 914 is a waste of money

2 ) 914 is awesome and worthwhile upgrade even if you are flying a simple LSA down there at 700 feet...


A constant speed prop would be best, but anytime you can maintain full rated power as you climb it is an advantage. It would even be helpful on these high DA days.

Mark Gregor
Posts: 201
Joined: Sun Oct 25, 2009 9:36 pm
Location: minnesota

Re: New Rotax 915is trubo fuel injected 135 hp

Postby Mark Gregor » Fri Jul 13, 2018 11:41 pm

Warmi,
People tell me this all the time. I then ask them if they have ever flown behind the 914 and the answer is usually no. Not sure why this keeps going around but I guess a part of it is from manufacturers who do not offer the 914.

I have about 800 hundred hours behind both the 912 and 914 and maybe 300 behind the 912iS. Most of these hours are in Tecnams but I guess it wouldn't make a lot of difference. In same weights and configurations the P2008 climb rate goes from 6-800 w the 912 to around 10-1200 with the 914. This is at 1000 feet. Also gives abt12-14 knots additional cruise speed at all elevations.
Remember this is a turbo charged engine not turbo NORMALIZED like most continental or Lycomings.

When you get up high you have to back out of the throttle to avoid overspeeding the engine. I have flown the P2008 with a constant speed and 914 and it gave an additional 2-300 feet of climb performance and up to 10 additional knots at 10,000 feet. Yes it was better but your getting 80% of what the 914 can do without the constant speed prop. The nice part about it was being able to reduce RPM at cruise so you weren't screaming the engine at 5500 plus to get max speed. This reduces noise and fuel consumption and makes the ride more relaxed.




Return to “Hangar Talk”

Who is online

Users browsing this forum: No registered users and 4 guests