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mosquito56
Joined: 24 Aug 2007
Posts: 77
Location: Laredo, Tx
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 Posted: Wed Sep 19, 2007 3:03 pm Post subject: Engines |
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I plan on ordering my engine within the next month. I haven't seen this topic for about a year and thought I would start it again for those of us newbies who are too lazy to search the archives.
Engine is between Rotax 912 and Jab3300. I own a plane with a Rotax and like their reliablility but I want the extra speed of the Jab but live in a very hot area of the country. Any input would be appreciated.
Don
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jetboy
Joined: 22 Jul 2006
Posts: 233
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| Posted: Thu Sep 20, 2007 12:09 am Post subject: Re: Engines |
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Don, quite a lot has changed in the last year.
I have to assume your aircraft is a 601XL; if so the current engine choice has moved from the original 3300 that the XL was designed to accomodate, thru the 912S to Continental 0-200. All of these are fit for purpose with the 0-200 having the best track record. Around here the 912 hasnt been that reliable, but most operators tend to stay with them, possibly because changing the installation and prop to something else is a big project. You can't have it both ways. The 3300 folks in USA have well developed installations and support for Zenairs, you probably need to visit them if youre anywhere handy first.
Ralph
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Ralph - CH701 / 2200a |
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jpspencer(at)cableone.net
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| Posted: Thu Sep 20, 2007 4:20 am Post subject: Engines |
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Ralph
I'm curious to know more about the reliability of the 912 in your area-could you tell us more?
thanks
Joe
[quote][b]
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tonyplane(at)bellsouth.ne
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| Posted: Thu Sep 20, 2007 5:16 am Post subject: Engines |
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Don,
I chose the Jab3300 for my XL and now have 290 flight hours on it in the past two years. I have not had any problems or issues with the Jab engine* or any problems with support from Jabiru USA. The exception is that during hot weather, in the 90ies, I can not hold low airspeed, full - power for a long period without approaching or going redline on my CHT. That said, the latest Jab 3300 engines have among other improvements, better cooling with more fin area. The engine is easy to work on and the effort required for the recommended preventative maintenance is easy.
*I did have to replace a failed oil pressure sender a few months ago (bought replacement cheap at local NAPA auto parts store).
Failure mode was that it showed high oil pressure, even when the engine was shut down.
Other than HP and low weight relative to HP, two of the main reasons I chose the Jab over the Rotax were:
1. It sounds like an airplane engine and is smooth. No gear box whine because it is direct drive. (I know -- not a really GOOD reason, but I do hear, "That engine sure sounds nice- what is it?) and
2. It can use a continuous diet of 100LL (usually found at all airports) or hi-octane MOGAS (usually found at all service stations cheaper that AVGAS , but not at most airports), or any combination of MOGAS/AVGAS. I believe the Rotax recommends MOGAS, with AVGAS sparingly, if that is only what is available. I usually fly MOGAS, but keep AVGAS only in my outboard aux tanks because of its better ageing stability, since I rarely use the outboards except on long flights. I also burn off any fresh gas in them down just enough to keep the fuel lines wet.
As far as the Jab firewall forward kit for the XL, it was complete and of really good quality. One instrument I bought with the FWF kit from Jab, that I really like, is the Grand Rapids Engine Information System. Ref: http://www.grtavionics.com/
Would I go again with the Jab? - sure would!
Tony Graziano
601XL; N493TG
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Subject: Engines From: mosquito56 (mosquito-56(at)HOTMAIL.COM ([email]mosquito-56(at)HOTMAIL.COM?subject=Re:%20Engines&replyto=1190242994.m2f.135370(at)forums.matronics.com[/email])) Date: [b]Wed Sep 19 - 4:03 PM[/b] [quote] | Quote: | I plan on ordering my engine within the next month. I haven't seen this topic for
about a year and thought I would start it again for those of us newbies who
are too lazy to search the archives.
Engine is between Rotax 912 and Jab3300. I own a plane with a Rotax and like
their reliablility but I want the extra speed of the Jab but live in a very hot
area of the country. Any input would be appreciated.
Don
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[b]
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jetboy
Joined: 22 Jul 2006
Posts: 233
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| Posted: Thu Sep 20, 2007 2:17 pm Post subject: Re: Engines |
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Joe In general the 912 owners seem to have the cowls off and replacing broken engine mounts and airframe components and tweaking things on a more regular basis than Continentals, Lycomings or Jabirus.
The example I can be more specific about is a friends 912UL aircraft built and flown in the same timeframe as me, done less than 200 hrs and had the engine removed a number of times. 2 cracked engine mounts, failed gearbox, failed starter sprag, failed water pump seal, failed carb attachments, plus the other SB items that were attended to per manufacturers data. All affected parts were standard kit items and the engine work was done by the agents. You could argue it was a "monday car" but all these thinks are inconvenient and costly especially when youre 500 miles from home and the the only dealer that knows what to do is in 1500 miles away
Ralph
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Ralph - CH701 / 2200a |
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graeme(at)coletoolcentre.
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| Posted: Thu Sep 20, 2007 8:04 pm Post subject: Engines |
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I am unfamiliar with the lycoming , Continential engines but here in
australia most people swear by rotax 912.
Many many jabiru's seem to need constant maintainance valves etc and more,
especially the earlier models 2200. They seem to be getting better with
time.
Graeme Cairns
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321PT
Joined: 23 May 2006
Posts: 40
Location: Texas
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| Posted: Fri Sep 21, 2007 6:22 am Post subject: Engines |
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Rotax 912ULS - 150 hours - changed oil at 25, 50, 100 and 150 hours. Changed plugs at 50, 100, and 150 hours... probably overkill. It has never run hot, never added oil, never missed a beat, no failed anything.
321PT
CH701
[quote][b]
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