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Jabiru 2 cyl.

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Thom Riddle

Joined: 10 Jan 2006
Posts: 1597
Location: Buffalo, NY, USA (9G0)

Posted: Sat Jan 21, 2006 8:43 am Post subject: Jabiru 2 cyl.

Here is the response I got from Jabiru USA on the subject.

Jabiru plans to introduce a 1100cc 45 hp, 85lb 4 stroke engine soon, 

perhaps

at Sun N Fun.  I expect a spec sheet soon.  It will be very similar to 

the 4

cyl jab with same alternator, starter, and ign system - just two fewer

cylinders.



It is running in ground tests on the test stand and Jabiru reports that 

they

are generally pleased.



One of the questions we have, though, is whether there is a market for 

an

engine with those specs priced at $7,500 - $8,000.  Unfortunately 

removing

half the cylinders from the 2200 engine does not remove half the cost.



Pete Krotje

Jabiru USA Sport Aircraft, LLC



Since fuel consumption in most modern 4-stroke engines is almost a 

linear function of horsepower, one could expect a 45 hp engine to burn 

roughly  2 1/4 US gallons per hour at 75% power. I know my 912(80hp) at 

75% power burns 4 gph. 80 x .75 = 60 hp or 15 hp/gph. 45 x .75 = 33 3/4 

hp ==> 2 1/4 gph (33.75 / 15).



Thom in Buffalo

do not archive

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_________________
Thom Riddle
Buffalo, NY (9G0)

Don't worry about old age... it doesn't last very long.
- Anonymous

firebug

Joined: 22 Jan 2006
Posts: 36
Location: Montgomery Alabama

Posted: Sun Jan 22, 2006 7:44 am Post subject: Re: Jabiru 2 cyl.

For that price they will not sell that well. The engine market has gotten out of hand with its pricing. With the Jabiru it develops it's horsepower at 3300 rpm which is too high for most of the ultralight applications. You cannot swing a long enough prop to generate enough thrust to benefit our "Drag Queens". Kolbs, Skyraiders, Quicksilvers and the like have a lot of drag and fly slow they need a longer prop than planes like the Sonex.

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JetPilot

Joined: 10 Jan 2006
Posts: 1246

Posted: Sun Jan 22, 2006 9:11 am Post subject: Re: Jabiru 2 cyl.

 	  firebug wrote: 	
		  For that price they will not sell that well. The engine market has gotten out of hand with its pricing. With the Jabiru it develops it's horsepower at 3300 rpm which is too high for most of the ultralight applications. 	




Yep, I never liked the Jabiru anyways, they look like they were machined in someones garage.  Very primitive in design.



I would buy an HKS over a 2 cylinder Jabiru any day, the price is about the same and the prop speed is much slower.  



I bought a Rotax 912s over the 4 cylinder Jabiru, didnt care how much more it cost, I just wanted the best engine I could get.  The Rotax is also a much more advanced design   ....

.

.

.

.

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Kolb MK-III Xtra, 912-S

John Hauck

Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)

Posted: Sun Jan 22, 2006 9:37 am Post subject: Jabiru 2 cyl.

Hi Mike B:



| Yep, I never liked the Jabiru anyways, they look like they were 

machined in someones garage.  Very primitive in design.



I don't have any experience with Jab or HKS, only what I have seen at 

the flyins, and flying with John W when his Kolbra was Jabiru powered.



Since John's Jab, they have gone to hydraulic valve lifters and upped 

the power some.  This was a good improvement.  However, they are still 

direct drive and direct drives do not perform well on Kolbs.  Kiwi Mik 

may want to defend his position on how well they perform, but I have 

my own "actual" flight comparison (that most of you all told me was 

worthless) between my 912ULS powered MKIII and John W's Jab powered 

direct drive Kolbra.  Very quickly, cruise was about the same, but 

acceleration, take off, and climb, there was no comparison between the 

two power plants.  I was pleasantly shocked first time John W and I 

flew together after installation of the 912ULS on his Kolbra.  He and 

I take off and climb about the same, maybe the MKIII is a little 

quicker, but after that, it is all over.  The Kolbra climbs and walks 

away from the MKIII.  I think one of the first things a person sees 

when they look at the Jab is the beautiful CNC machine work on the 

engines.  I do think they are a piece of art.  However, if the newer 

versions still have the dual distributors for ignition, they haven't 

made any progress in the ignition area.  One of the problems John W 

encountered on our 2003 Kittyhawk flight was a Jab that would not 

start after sitting out at night in very damp weather.  The 912's and 

582 fired right up the next morning.



The Rotax is also a much more advanced design.



Mike B, I don't know that the 912 is so much more advance design or 

not.  It is basically a flat 4 opposed that uses a basic design. 

However, the Ducati ignition, integral reduction drive, water/oil 

cooling the heads, and the nikaseal (sp) aluminum cylinders, plus dry 

sump lube system do a great job in making the 912 a good reliable, 

endurable, very low maintenance engine.



Our little Kolb aircraft thrive on power plants with reduction drives, 

and don't seem to do so well with direct drives.



john h

MKIII

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John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama

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