Lycoming is excited to see growth in GA even though they struggle to supply the current market of legacy certified aircraft. Why? Because they are a legacy certified engine OEM and by keeping supply constrained they can continue to raise prices because they have no competition thanks to the FAA. If GA grows even a modest amount they will not expand production but instead raise prices at even a higher rate. COVID was the best thing that ever happened to Lycoming. Prices have more than doubled since 2021.
It's good to see Lycoming bringing in more InHouse manufacturing solutions. Cylinder Heads & Barrels for example have come down from the Stratosphere in terms of price. Now if they would start cranking out some crankshafts to lower the madness in pricing, we would be truly grateful... Nice update. Thank you!
The price for Lycoming engine is still stratospheric. They are well on their way to price themselves out of the market for experimental. I for one is looking toward Continental engine for my next experimental build. The high price is not sustainable and it drives away potential customer. I have seen the recent video of the Lycoming factory. Talking about slow walking an engine build. The factory looks like it came out of world war 2. Lycoming can milk the certificated market until people stop flying C172 and Piper Cherokee. But with the new certification rules, I hope it opens doors for more entrant to the engine market. Rotax and UL engines are knocking on door. We also have diesel engine choice now too.
@@2Phast4Rocket Well, Lycoming not to mention Rotax, is indeed making the most of an opportunity and until Aviators stop buying, the show will continue. Business never seems to have a conscience and when opportunity knocks this what you face. Interesting to note, phoned around today to two Service Shops that repair Crank Cases. Quoted 4 to 5 month repair time from both Companies. Doesn't anyone work anymore? LOL...
@@CucinaCottageAviation is in this state not because of the aviators or the manufacturers. We are stuck with high prices and this molasses of innovation thanks to the FAA.
45K for a dinosaur engine is pretty expensive. However, dinosaur engines have a good safety record and are reliable if appropriately treated. Others come for a similar price without the same record, and being newer, they have yet to prove that they can do the same with respect to reliability and safety. I would buy a Lycoming engine for my project without hesitation, but you cannot get one, at least not without a wait time of more than two years.
Я на автомобиле российского производства проехал уже 300'000 км один раз ремонтировал двигатель, но он не вышел из строя резко и не сломался , а просто износился . А есть двигатели Хонда и Тойота , Ниссан они ещё более надёжные и не ломаются и не изнашиваются долго ( японцы делают ВЕЩИ ) Так что эти лайкоминг и Континентал не настолько и надёжен как принято считать . На Хонда можно забыть обслуживать и он будет трудиться . Только масса двигателя чуточку больше . На этом всё.
Since they don't have to go through the expensive certification process, what is the difference in price between these and the certificated engines? Thanks
Two years is just ridiculous. I am 69 and would like to still be able to fly the airplane before I am dead. I know a lot of people in my situation. Also skeptical of the reliability of a company to be able to produce a quality engine since they can not figure out how to meet a demand for same. And how about parts? How long is the wait on parts? Will be looking elsewhere.
Lycoming is excited to see growth in GA even though they struggle to supply the current market of legacy certified aircraft. Why? Because they are a legacy certified engine OEM and by keeping supply constrained they can continue to raise prices because they have no competition thanks to the FAA. If GA grows even a modest amount they will not expand production but instead raise prices at even a higher rate. COVID was the best thing that ever happened to Lycoming. Prices have more than doubled since 2021.
It's good to see Lycoming bringing in more InHouse manufacturing solutions. Cylinder Heads & Barrels for example have come down from the Stratosphere in terms of price. Now if they would start cranking out some crankshafts to lower the madness in pricing, we would be truly grateful... Nice update. Thank you!
The price for Lycoming engine is still stratospheric. They are well on their way to price themselves out of the market for experimental. I for one is looking toward Continental engine for my next experimental build. The high price is not sustainable and it drives away potential customer. I have seen the recent video of the Lycoming factory. Talking about slow walking an engine build. The factory looks like it came out of world war 2. Lycoming can milk the certificated market until people stop flying C172 and Piper Cherokee. But with the new certification rules, I hope it opens doors for more entrant to the engine market. Rotax and UL engines are knocking on door. We also have diesel engine choice now too.
@@2Phast4Rocket Well, Lycoming not to mention Rotax, is indeed making the most of an opportunity and until Aviators stop buying, the show will continue. Business never seems to have a conscience and when opportunity knocks this what you face. Interesting to note, phoned around today to two Service Shops that repair Crank Cases. Quoted 4 to 5 month repair time from both Companies. Doesn't anyone work anymore? LOL...
@@CucinaCottageAviation is in this state not because of the aviators or the manufacturers. We are stuck with high prices and this molasses of innovation thanks to the FAA.
45K for a dinosaur engine is pretty expensive. However, dinosaur engines have a good safety record and are reliable if appropriately treated. Others come for a similar price without the same record, and being newer, they have yet to prove that they can do the same with respect to reliability and safety. I would buy a Lycoming engine for my project without hesitation, but you cannot get one, at least not without a wait time of more than two years.
Я на автомобиле российского производства проехал уже 300'000 км один раз ремонтировал двигатель, но он не вышел из строя резко и не сломался , а просто износился .
А есть двигатели Хонда и Тойота , Ниссан они ещё более надёжные и не ломаются и не изнашиваются долго ( японцы делают ВЕЩИ )
Так что эти лайкоминг и Континентал не настолько и надёжен как принято считать .
На Хонда можно забыть обслуживать и он будет трудиться .
Только масса двигателя чуточку больше . На этом всё.
The basic rotax has been on the market for 40 years isn't that long enough? All variants use the same block etc
I have been hearing a lot about AVgas and it's price and availability. I wonder how these engine manufacturers are dealing with that.
Since they don't have to go through the expensive certification process, what is the difference in price between these and the certificated engines? Thanks
Last I checked, about half. YIO-360 from Vans is about $45,000 vs about twice that for the certified version.
@@phillipzx3754 Thanks for taking the time to answer. Have a nice week.
@@phillipzx3754 Actually it seems the Thunderbolt (experimental) are slightly higher than the certified versions.
Two years is just ridiculous. I am 69 and would like to still be able to fly the airplane before I am dead. I know a lot of people in my situation. Also skeptical of the reliability of a company to be able to produce a quality engine since they can not figure out how to meet a demand for same. And how about parts? How long is the wait on parts? Will be looking elsewhere.
👍👍👍
Good to hear they have invested 15million dollars in making their WW2 engines even more bizarrely overpriced.
C’mon. GAMI has a fully tested fuel that is available now. All these delays are simply profiteering.
I would support U.S brand engines only if manufactured in America . Making America Great is important to me .
Sorry, but this is like hanging on a corporate conference call. Not an interesting interaction. Appreciate the effort though.