Continental is owned by China… the tech will be stripped, stolen, and the company closed within a few years. Same will likely be true for Icon aircraft.
It appears Lycoming, being part of Textron, doesn’t really believe in innovation. When they try, it seems they just reinforce their own anti innovation bias. Continental might do something, but a really new 300 hp engine might actually require a new plane design which will seriously hurt potential volume.
@@thatguy8005 Who is “they”? Which plane design? Why recertification? My point was that a new 300 hp engine that isn’t an STL replacement for the 540/550 on the existing fleet of Cirrus, Mooney, Beech, etc airframes will struggle with volume. Also, unless it runs Jet A or auto fuel, there’s the unknown fuel situation creating a big question mark.
Rotax continues to offer engines that are more and more powerful. It won't be surprising to see many more aircraft manufacturers offering Rotax as an option in place of Continental, Titan and Lycoming.
I’m excited that a company is slowly innovating aviation. It may appear as baby steps to us but at least we are getting something new. Now I want to see kit manufactures offer a fast two seater, fixed gear, optimized for this engine. Or see someone put this in their Long EZ.
Will be an interesting powerplant for the Carbon Cub. Turbo in the high country adds back the power deficit at sea level and the light weight makes this pretty compelling for the mountains.
Okay, that make sense why they choose CarbonCub for the release customer. It make really excellent engine for STOL planes who need more HP than the 915 iS. 19 more HP than 915 on takeoff but only 2 more HP on cruise setting.
Wow, the 160 hp of a 320 on takeoff and with 137 continuous! That’ comparable to a 180 HP 360 running at 76%. After about 8,000 MSL this turbo Rotax should run away from a naturally-aspirated 360. I’m guessing it’s maybe 100# lighter, too🎉
@@KitplanesMagazine what about allowing 915 owners to flash the ECU with the 916 software? By all accounts that I have come across it’s the exact same motor….
@@KitplanesMagazine OK so buy a 916 exhaust and bolt it on🤷🏻♂️ all of this would be the simplest way to get 14% more power albeit for only five minutes…
@@KitplanesMagazine I believe the bump in TBO has been talked about since it’s debut-which I think it was type certified in 2017. Hopefully eventually. If I was a guessing man in marketing, the TBO will not likely happen on the 915is, making the purchase of the new 916is very attractive as the 915 approached 1200 hrs.
... so, is there an option, that we, experienced users / existing users on 912 can now upgrade to 916 without a loss of another total cost, for the new, better engine type :).
I can get an 180 hp aero sport lycoming base with injection and electronic ignition, engine mount and a sensenich ground adjustable prop for the cost of the 916. Why would I buy that?
It weighs a lot less, it uses port injection like your car, maintains 160HP up to 15,000FT, easier to operate, more redundant, and is designed for MOGAS.
Lycoming injection is port injected actually into the intake right before the valve. Electronic ignition and backup magneto on both mags. Mag syncing on the electric side. Pilot controlled leaning or Electronic if you so choose and No gear box. Weight penalty not as much as you think as the 916 out of the crate is almost 200 lbs “ before” accessories. No computer needed to troubleshoot on the lycoming.
They have a large research department working on new ways to overprice it and they are very proud of what they have achieved in only a couple of years. Taking a VW beetle engine and pricing it at what a Tesla costs.
These weirdos just stated that the tweak is small and inside, basicaly they just changed numbers iin the software mapping, then they hrrobile bumped the price to 45 k $. :))) My gooodddd.
I will only start to respect Rotax as a serious aircraft engine manufacturer when they produce engines with: 1) total independence from generator or battery electricity (like its classic competitors) 2) Direct propeller drive (like its classic competitors)
We'd say there's zero chance Rotax will begin using magnetos and carburetors on any of its new models. Just not the way the company thinks. Given the company's history and how many 912-based engines are working in the field, it's hard not to call them a serious aircraft engine manufacturer.
Reduction drive makes a lot of sense. I never want to see old mags ever again. Mags that have adjustable timing are critical for better performance and fuel consumption.
@@KitplanesMagazine I didn't say anything about magnetos and carbs, YOU did. And I really don't care about what "the company thinks". What matters to me are the features of redundancy and security of a well designed engine. Company's history? I've ben watching several Rotax failures reported here on YT and elsewhere, most of them by electrical issues. It can be hard for you, but very easy for me to see what really makes difference.
@@crissd8283 Reduction drives are known in engineering as an extra failure mode. And self energized electronic ignition systems are increasingly popular among "old" Lycs and Conts especially because of better performance and fuel efficiency.
@@RobertoRMOLAAnd ive had magnetos fail, magneto wiring fail etc. Reduction gear boxes make a ton of sense as well. Lyc/cont have internal gears for other uses and magnetos is just another type of electrical system. Truly don't understand your position.
I hope Lycoming and Continental are paying attention. The 200-300hp segment needs innovation like this.
Continental is owned by China… the tech will be stripped, stolen, and the company closed within a few years.
Same will likely be true for Icon aircraft.
Exactly. I hope they are working on a 6cyl.
It appears Lycoming, being part of Textron, doesn’t really believe in innovation. When they try, it seems they just reinforce their own anti innovation bias.
Continental might do something, but a really new 300 hp engine might actually require a new plane design which will seriously hurt potential volume.
@@nunyabidness3075 they can’t change the engine… cost too much for recertification. Isn’t worth the money or risk.
@@thatguy8005 Who is “they”? Which plane design? Why recertification?
My point was that a new 300 hp engine that isn’t an STL replacement for the 540/550 on the existing fleet of Cirrus, Mooney, Beech, etc airframes will struggle with volume. Also, unless it runs Jet A or auto fuel, there’s the unknown fuel situation creating a big question mark.
Rotax continues to offer engines that are more and more powerful. It won't be surprising to see many more aircraft manufacturers offering Rotax as an option in place of Continental, Titan and Lycoming.
The turbo is a major get. Once you get past 7500 or so the losses on naturally aspirated compared to the Rotax makes it pretty even.
I’m excited that a company is slowly innovating aviation. It may appear as baby steps to us but at least we are getting something new. Now I want to see kit manufactures offer a fast two seater, fixed gear, optimized for this engine. Or see someone put this in their Long EZ.
Will be an interesting powerplant for the Carbon Cub. Turbo in the high country adds back the power deficit at sea level and the light weight makes this pretty compelling for the mountains.
Okay, that make sense why they choose CarbonCub for the release customer. It make really excellent engine for STOL planes who need more HP than the 915 iS. 19 more HP than 915 on takeoff but only 2 more HP on cruise setting.
Exceptional, I will buy the 916 for my Sling Tsi, and get in the que for the new cub with the same motor. 9
Wow, the 160 hp of a 320 on takeoff and with 137 continuous! That’ comparable to a 180 HP 360 running at 76%.
After about 8,000 MSL this turbo Rotax should run away from a naturally-aspirated 360.
I’m guessing it’s maybe 100# lighter, too🎉
50-70 pounds lighter installed weight.
Blood suckers, expensive as hell, those engines shoud be at under $25k
Still waiting for the Rotax 6-cylinder, 200-300 hp engine.
Brilliant. 160hp; that is now getting useful..
140hp. That difference matters.
Yep, only 137 continuous.
Nice! Something for the Good Old Van's RV-3!
I like where your head's at. Probably needs a longer engine mount / cowl for W+B due to the decreased weight though, right?
This rollout makes one wonder whether the 915is will get a bump to a 2000 hr. TBO from 1200 since the 916is rolls out with the 2000 hr TBO?
Rotax is planning to increase the 915's TBO to 2000 hr, but the timeline to do so has not been finalized.
@@KitplanesMagazine what about allowing 915 owners to flash the ECU with the 916 software? By all accounts that I have come across it’s the exact same motor….
@@Captndarty There are differences in the exhaust system as well.
@@KitplanesMagazine OK so buy a 916 exhaust and bolt it on🤷🏻♂️ all of this would be the simplest way to get 14% more power albeit for only five minutes…
@@KitplanesMagazine I believe the bump in TBO has been talked about since it’s debut-which I think it was type certified in 2017. Hopefully eventually. If I was a guessing man in marketing, the TBO will not likely happen on the 915is, making the purchase of the new 916is very attractive as the 915 approached 1200 hrs.
... so, is there an option, that we, experienced users / existing users on 912 can now upgrade to 916 without a loss of another total cost, for the new, better engine type :).
I can get an 180 hp aero sport lycoming base with injection and electronic ignition, engine mount and a sensenich ground adjustable prop for the cost of the 916. Why would I buy that?
It weighs a lot less, it uses port injection like your car, maintains 160HP up to 15,000FT, easier to operate, more redundant, and is designed for MOGAS.
Lycoming injection is port injected actually into the intake right before the valve. Electronic ignition and backup magneto on both mags. Mag syncing on the electric side. Pilot controlled leaning or Electronic if you so choose and No gear box. Weight penalty not as much as you think as the 916 out of the crate is almost 200 lbs “ before” accessories. No computer needed to troubleshoot on the lycoming.
They have a large research department working on new ways to overprice it and they are very proud of what they have achieved in only a couple of years. Taking a VW beetle engine and pricing it at what a Tesla costs.
Perhaps you should spend more time getting a job which can afford you one of these engines instead of trolling the Internet spouting your distain.
Patrick: with your growing „weight and balance“ you need every year a better aircraft 😢
CC makes sense as a partner for this motor because the clientele has deep enough pockets not to care about funding the development.
My Husky with aspirated 180 HP with Carb Heat produces less HP than this at 6000 ft where I land.
A 40 year old design suped up and PRICED UP!
GAME CHANGER INDEED
crazy expenzive
how about innovating less cost so more people can safely enjoy lifes pleasures
How about a Jet-A fueled Rotax? That would have worldwide appeal.
Pump gas isn't popular around the world?
@@kevin_6217 - Sure, at Automotive Gas Stations! But most of those are on Roads, not Airports!
@@kevin_6217 many places have only Jet-A
Both ROTAX and AUSTRO are making engines for the future. Lycoming? Continental? Blah.
After owning a couple sleds with rotax, I would certainly not trust one in the air
Ha! Tell us what happend? I trust my 912 less the more I learn about it. Truly seems like a Snomobile engine adapted for an airplane...
These weirdos just stated that the tweak is small and inside, basicaly they just changed numbers iin the software mapping, then they hrrobile bumped the price to 45 k $. :))) My gooodddd.
Yawn......by the time they get to the serious 220-275HP range, they will cost as much as a turbine.
I will only start to respect Rotax as a serious aircraft engine manufacturer when they produce engines with:
1) total independence from generator or battery electricity (like its classic competitors)
2) Direct propeller drive (like its classic competitors)
We'd say there's zero chance Rotax will begin using magnetos and carburetors on any of its new models. Just not the way the company thinks. Given the company's history and how many 912-based engines are working in the field, it's hard not to call them a serious aircraft engine manufacturer.
Reduction drive makes a lot of sense. I never want to see old mags ever again. Mags that have adjustable timing are critical for better performance and fuel consumption.
@@KitplanesMagazine I didn't say anything about magnetos and carbs, YOU did. And I really don't care about what "the company thinks". What matters to me are the features of redundancy and security of a well designed engine. Company's history? I've ben watching several Rotax failures reported here on YT and elsewhere, most of them by electrical issues. It can be hard for you, but very easy for me to see what really makes difference.
@@crissd8283 Reduction drives are known in engineering as an extra failure mode. And self energized electronic ignition systems are increasingly popular among "old" Lycs and Conts especially because of better performance and fuel efficiency.
@@RobertoRMOLAAnd ive had magnetos fail, magneto wiring fail etc. Reduction gear boxes make a ton of sense as well. Lyc/cont have internal gears for other uses and magnetos is just another type of electrical system. Truly don't understand your position.