Looking for a place to FLY this weekend! Come visit me at my Home Airport in the Panhandle of FLORIDA! Here is the event promo: ruclips.net/video/EpljtBEyVcY/видео.html
I don't know if it's true but I heard that it might be possible to put a Jabiru 3300 in a Fisher Dakota Hawk. That Would Be Amazing! Because it's a wooden kit aircraft
I love my Gen 2 Jab3300 in the Sonex/Waiex that I built and fly. Only issues experienced were self induced. Been flying it for 9 years. Both Pete K. and then Nick have been great to talk to over the years when I've needed to ask a question. If I ever screw up and need to replace current Jab3300 in my plane, a gen 4 Jab3300 is going right back in. Great episode Brian!
I just placed deposit on my Gen-4 3300 through Greg Hobbs. It’s going to replace the late Gen-2 2200 in my Skystar Pulsar III. I’ve been watching UL Power, Aeromomentum and D-Motor for 3 years and chose this Jabiru primarily because it fits most easily in the short and narrow cowl of the slick little Pulsar, because I believe it offers the lowest full installation weight for this power output and because it should be the easiest, least complicated upgrade for an airplane I fly often and don’t want to be out of service too long. Am hoping for an exciting performance bump, going from 85hp to 120hp.
I'm operating a low-time later 1st Gen 2200 in an Avid. I like this motor a lot. Very simple, straight fwd and easy to live with. They've gotten a lot bad press in social media but from what I've been able to see, the vast majority of failures have been induced from operator error or abuse.
Probably 15 years ago, I was in Australia, met the owner of Jabaru. He took me through the entire engine built from a block of Aluminum to a completed engine. So cool.
I had engine #5 off the Jabiru engine line for the 8 cylinder 180 hp that I installed in my Zenith CH-801. This engine was so smooth running that I could put a glass of water on it and run from idle to full power and not spill a drop! I have never seen an engine so smooth before or since. I am extremely disappointed that Jabiru decided to discontinue this engine! Phil Owens
I saw an earlier 2200 and was impressed with it's compact size, given the VW big-bore equivalent displacement. This gen 4 mini-Franklin engine looks beautiful.
Just a quick note. The Lightning that was cut to when discussing the Jabiru 3300 Lightning was N34XS...it is Titan XIO-340 powered. The fuselage to cowling transition is very different between the Jab-powered planes and the XS.
I purchased a 3300 SN 476 In early 2003 I installed the engine in Sonex N173CP and got the airplane signed off on the 100th anniversary of flight of 2003. Initial teething problems centered around my installation and cooling. Sonex Aircraft and Kerry Fores (pre Sonex) helped me modify till I got a reliable aircraft. Kerry designed a set of tins for use as a plenum that were really good. So a big shout out to Kerry at Sonex and at that time Pete Krojte of Jabiru way back in 2003. Basic maintenance and fly no other problems. I admit to being a builder not a flyer and sold the airplane after 130 trouble free hours. To my knowledge the aircraft is still flying. I still have a photo album of the engine fresh out of the crate Jabiru has always been responsive. Great engine, reliable and smooth.
The Gen 1, 2 & 3 engines similarly had a 2000 hr TBO, but also required a 1000 hr top end overhaul. Has the 1000 hr top end overhaul been eliminated with the Gen 4? Personally, my 3300 was built in the transition from Gen 2 to Gen 3, and the experience has been like Nick said, put oil and gas in it and go fly!
Jabiru got a bad rap a few years ago when there were a number of engine partial or full failures and CASA Australia placed restrictions on their operation. Most were due to poor installation affecting cooling or failure to maintain the engine to the manufacturers recommendations. Like all engines there were issues that were resolved with ADs etc but bad news is remembered and good news is forgotten. I know of many solid lifter Gen1 engines that have never missed a beat, the same for Gen 2 & 3. There are many flight training schools in Australia with jabirus and the engines consistently get the top end done at 1000 hours and normally get replaced at 2000 hours mainly because a new engine is cheaper than the cost of overhaul.. My own home built has a Gen 3 3300 and it has performed flawlessly since 2015.
I know this is a diversion but when I saw the name Otterback, I was curious. I have an ancestor who came from Trupbach, Germany in 1739. His name was Johannes Heinrich Otterbach. They changed the spelling to Utterback and Anglicized his name to John Henry. It made me think that we may be related in the distant past. The video was interesting and informative. I am glad to see how the people involved in aviation keep improving. We use ASTM here and I wondered if they had submitted it to the ASTM for certification as well.
2 questions: 1) please go in extreme detail regarding if I can use shell gas station MoGas 91 or 93 octane in my Jabiru 2200 since AvGas is not easy to come by for me in rural Ontario Canada. 2) I want some extra power from my 2200, please let me know if any bolt on modifications to squeeze some extra power, other than getting a ground adjustable prop. Need just a little more power for attaching amphibious floats and take off with extra drag on water. Your time is greatly appreciated! Looking forward to your response.
I have seen many technical Problems with that Jabiru engine. In the earlier versions Gen. 1-3. About the 4th. Generation I have no expierence. Even the support by dealers was bad and rough. (In Europe) Here the Jabiru plays no big roll at all. The common engine is for sure the Rotax in this market. Me personally I trust Rotax more than Jabiru. I hope the quality is better by now in the newest variants. Nice interesting video and good quality. Liked to watch it. I was interested to see, how Jabiru is doing today and in the US.
seeing that camshafts spin half the speed of the crankshaft why don't engine manufacturers build a prop reduction unit that spins the camshaft and mount the cam above the crank for more prop clearance?
Not being a stickler I love the design and believe it is one of the best but billet crank and rods are the strongest you can get.billet begins with a forging.its cast that is weaker
Actually forged crank and rods are stronger than billet. Yes the billet is a forged chunk but what happens when they forge it vs machine from billet is the grain structure follows the forgings shape and you get increased strength around the rod ends and throws of the crank. So it's able to be lighter and stronger because the orientation whereas billet cranks and rods grain structure follows the direction of the initial forging and places where the structure isn't optimal have to be bigger and heavier to attain similar strength. There's some great videos on forging and if you watch a crank forged it's pretty cool. I wish I could post some from my uncle's shop but they do a lot the dies for places like Callies,Crower etc and it's all pretty tight lipped. As far as castings go on the jabiru they were referring to the aluminum case and jugs etc and yes billet is technically stronger but in those areas that doesn't automatically mean best. Casting the cylinder and heads for example can increase fin density for cooling over billet and just the increase in fin density creates a stronger part simply because of the fins. So castings most likely are the better choice sometimes.
I have a concern about the new designed heads not have a metal sleeve inside for piston wear. Years ago back in the 70s GM made the Vega four cylinder aluminum block and heads and they decided to not sleeve it just use aluminum and needless to say the piston and rings wore out the block very quickly and they started burning oil they were very poorly designed . I would be very concerned buying the newer engine that was not sleeved
FRANKLIN Engine actually. (See this video: ruclips.net/video/dhWYj3ZxyRc/видео.html) and if something fizzles with that... probably go right back to the Corvair. :-) I do like the concept of this 3300 however as well.
Now that aluminum parts are cast, rather than billet, are stronger, more convectively efficient, thermally stable alloys being used? And will they now tolerate higher CHT?
What are the nominal and maximum amperage outputs of the current (haha) alternator during typical operating RPM? Is it capable of producing enough power to be paired with the higher voltage Earth-X batteries? I had to replace the integrated alternator with the superior (but heavier) Rotec external on my late-SN, Gen-2 2200.
Nick claims 85 HP for the 2200 Gen 4 and a 2000 TBO. I have one and my manual claims 80 HP and 1000 hour TBO top and 2000 Bottom. So the 6 cylinder claims 120 HP or 20 HP per cylinder. So how does the 4 cylinder get more HP per cylinder? It;s a good engine, but I have to respond when I see misleading info from the company.
I don't recall for sure, but I think the differences have to do w/the rpm ratings. I don't believe there's any misleading going on but I think if you look at the stated rpm's vs. HP ratings for given engines you'll see what I mean.
Jabiru claim 80 HP for the 2200 for all generations so I don't know where the 85 HP statement came from. My Gen 3 3300 produced 128 HP on the dyno but that is under controlled conditions so 120 HP is correct in my opinion. The 85 HP may have been from a similar Dyno test.
Now that cylinders are aluminum (no longer a steel sleeve) and should have similar thermal expansion to the pistons, are pistol to cylinder wall clearances tighter than before? If so, can we expect a bit more power/efficiency and less oil vapor loss from blow-by?
So what is the benefit of having a more complex six cylinder engine that only produces 120 hp when there are many many less complicated four-cylinder engines putting out the same power?
Really, the only 'unique' engine out there is the D-Motor... "The Jab is not automotive based it doesn't have parts from that industry... The only parts it has from that is..." Uh.. ok.
You have to laugh at all the comments defending these engines, 'operator error' etc. LoL. Not only did CASA restrict their use in actual Jabiru airframes, but it was because of Jabiru Pty's poor response to known defects that were repeatedly not addressed in a satisfactory manner. If you want a glimpse into what the free market think of these engines compare the used value of literally any used airframe that has a Rotax option (Sportscruiser, Kitfox, Zenair) and you'll see a huge markdown on the Jabiru variant, way beyond the initial purchase price. I'd sooner fly behind a 2 stroke at least the aftermarket support is better.....
Looking for a place to FLY this weekend! Come visit me at my Home Airport in the Panhandle of FLORIDA! Here is the event promo: ruclips.net/video/EpljtBEyVcY/видео.html
Hallo sr how to buy this engine and what price
@@manojkarki2772 Google jabiru and go to the website like anybody else would.
I don't know if it's true but I heard that it might be possible to put a Jabiru 3300 in a Fisher Dakota Hawk. That Would Be Amazing! Because it's a wooden kit aircraft
I love my Gen 2 Jab3300 in the Sonex/Waiex that I built and fly. Only issues experienced were self induced. Been flying it for 9 years. Both Pete K. and then Nick have been great to talk to over the years when I've needed to ask a question. If I ever screw up and need to replace current Jab3300 in my plane, a gen 4 Jab3300 is going right back in. Great episode Brian!
I just placed deposit on my Gen-4 3300 through Greg Hobbs. It’s going to replace the late Gen-2 2200 in my Skystar Pulsar III. I’ve been watching UL Power, Aeromomentum and D-Motor for 3 years and chose this Jabiru primarily because it fits most easily in the short and narrow cowl of the slick little Pulsar, because I believe it offers the lowest full installation weight for this power output and because it should be the easiest, least complicated upgrade for an airplane I fly often and don’t want to be out of service too long. Am hoping for an exciting performance bump, going from 85hp to 120hp.
I'm operating a low-time later 1st Gen 2200 in an Avid. I like this motor a lot. Very simple, straight fwd and easy to live with. They've gotten a lot bad press in social media but from what I've been able to see, the vast majority of failures have been induced from operator error or abuse.
Probably 15 years ago, I was in Australia, met the owner of Jabaru. He took me through the entire engine built from a block of Aluminum to a completed engine. So cool.
Our builder community would benefit from seeing every popular powerplant weighed with such transparency. Thank you.
That is my hope. My mission. :-)
I had engine #5 off the Jabiru engine line for the 8 cylinder 180 hp that I installed in my Zenith CH-801. This engine was so smooth running that I could put a glass of water on it and run from idle to full power and not spill a drop! I have never seen an engine so smooth before or since. I am extremely disappointed that Jabiru decided to discontinue this engine!
Phil Owens
Excellent interview, wonderful to see more public exposure of Jabiru, peaked my interest in considering a 3300 along with a Franklin or UL130. 😎👍
love my Jabiru in front of my kitfox great video.
I saw an earlier 2200 and was impressed with it's compact size, given the VW big-bore equivalent displacement. This gen 4 mini-Franklin engine looks beautiful.
Awesome video, just the facts. Love these engines and own both the 2200 and 3300 here in Australia.
مساء الخير اسأل عن سعر هاذا المحرك واود أن أشتري واحد حتى لو كان مستعمل
Just a quick note. The Lightning that was cut to when discussing the Jabiru 3300 Lightning was N34XS...it is Titan XIO-340 powered. The fuselage to cowling transition is very different between the Jab-powered planes and the XS.
I purchased a 3300 SN 476 In early 2003 I installed the engine in Sonex N173CP and got the airplane signed off on the 100th anniversary of flight of 2003. Initial teething problems centered around my installation and cooling. Sonex Aircraft and Kerry Fores (pre Sonex) helped me modify till I got a reliable aircraft. Kerry designed a set of tins for use as a plenum that were really good. So a big shout out to Kerry at Sonex and at that time Pete Krojte of Jabiru way back in 2003. Basic maintenance and fly no other problems. I admit to being a builder not a flyer and sold the airplane after 130 trouble free hours. To my knowledge the aircraft is still flying. I still have a photo album of the engine fresh out of the crate Jabiru has always been responsive. Great engine, reliable and smooth.
The Gen 1, 2 & 3 engines similarly had a 2000 hr TBO, but also required a 1000 hr top end overhaul. Has the 1000 hr top end overhaul been eliminated with the Gen 4? Personally, my 3300 was built in the transition from Gen 2 to Gen 3, and the experience has been like Nick said, put oil and gas in it and go fly!
Beautiful linear engines. The lifters and crankcase and other features are such a good advance in reciprocating aero engines.
Jabiru got a bad rap a few years ago when there were a number of engine partial or full failures and CASA Australia placed restrictions on their operation. Most were due to poor installation affecting cooling or failure to maintain the engine to the manufacturers recommendations. Like all engines there were issues that were resolved with ADs etc but bad news is remembered and good news is forgotten. I know of many solid lifter Gen1 engines that have never missed a beat, the same for Gen 2 & 3. There are many flight training schools in Australia with jabirus and the engines consistently get the top end done at 1000 hours and normally get replaced at 2000 hours mainly because a new engine is cheaper than the cost of overhaul.. My own home built has a Gen 3 3300 and it has performed flawlessly since 2015.
I know this is a diversion but when I saw the name Otterback, I was curious. I have an ancestor who came from Trupbach, Germany in 1739. His name was Johannes Heinrich Otterbach. They changed the spelling to Utterback and Anglicized his name to John Henry. It made me think that we may be related in the distant past. The video was interesting and informative. I am glad to see how the people involved in aviation keep improving. We use ASTM here and I wondered if they had submitted it to the ASTM for certification as well.
It would be wonderful if people could start using jabara motors for general aviation. One plane that comes to mind is the cessna 152
Отлично. Просто отлично. Jabiru! Раз за разом покрываешь темы, которые интересны людям со всего света.
I wish they made an 1100 model that is 2 cylinder for the Ultralight market.
Very well done - much appreciated!
One of your best !!!!!!!!!!!!!!!!!!!!!
I feel like i have been robed Jabyru is an aussy brand love the jabyru air crafts they are great
2 questions: 1) please go in extreme detail regarding if I can use shell gas station MoGas 91 or 93 octane in my Jabiru 2200 since AvGas is not easy to come by for me in rural Ontario Canada. 2) I want some extra power from my 2200, please let me know if any bolt on modifications to squeeze some extra power, other than getting a ground adjustable prop. Need just a little more power for attaching amphibious floats and take off with extra drag on water. Your time is greatly appreciated! Looking forward to your response.
My new Generation 4 3300 is bewdifuuuul!!
How much is 100hp for diy ultralight?
I have seen many technical Problems with that Jabiru engine. In the earlier versions Gen. 1-3. About the 4th. Generation I have no expierence. Even the support by dealers was bad and rough. (In Europe) Here the Jabiru plays no big roll at all. The common engine is for sure the Rotax in this market. Me personally I trust Rotax more than Jabiru. I hope the quality is better by now in the newest variants. Nice interesting video and good quality. Liked to watch it. I was interested to see, how Jabiru is doing today and in the US.
When is Jabaru going to do an engine with fuel injection?
About what would the 85 P 2200 Engine weight in LBS be?
Nick is on parade-rest. Good Job Nick.
seeing that camshafts spin half the speed of the crankshaft why don't engine manufacturers build a prop reduction unit that spins the camshaft and mount the cam above the crank for more prop clearance?
Does CASA the Australian FAA still require a passenger to sign a waiver to fly in a plane with a Jabiru 3300?
Not being a stickler I love the design and believe it is one of the best but billet crank and rods are the strongest you can get.billet begins with a forging.its cast that is weaker
Actually forged crank and rods are stronger than billet. Yes the billet is a forged chunk but what happens when they forge it vs machine from billet is the grain structure follows the forgings shape and you get increased strength around the rod ends and throws of the crank. So it's able to be lighter and stronger because the orientation whereas billet cranks and rods grain structure follows the direction of the initial forging and places where the structure isn't optimal have to be bigger and heavier to attain similar strength. There's some great videos on forging and if you watch a crank forged it's pretty cool. I wish I could post some from my uncle's shop but they do a lot the dies for places like Callies,Crower etc and it's all pretty tight lipped.
As far as castings go on the jabiru they were referring to the aluminum case and jugs etc and yes billet is technically stronger but in those areas that doesn't automatically mean best. Casting the cylinder and heads for example can increase fin density for cooling over billet and just the increase in fin density creates a stronger part simply because of the fins. So castings most likely are the better choice sometimes.
I have a concern about the new designed heads not have a metal sleeve inside for piston wear. Years ago back in the 70s GM made the Vega four cylinder aluminum block and heads and they decided to not sleeve it just use aluminum and needless to say the piston and rings wore out the block very quickly and they started burning oil they were very poorly designed . I would be very concerned buying the newer engine that was not sleeved
Nikasil lining is well-proven in many engine types.
@@Koreelah From a Technicians prospective I would pass on and engine that was not sleeved. Especially Aircraft! End of story!
Can you convert these engines over to rotax mounting? I am trying to get my new business launched I eventually want to buy a Searey but they are Rotax
If you hadn't decided on the Corvair engine, would you get the 3300?
FRANKLIN Engine actually. (See this video: ruclips.net/video/dhWYj3ZxyRc/видео.html) and if something fizzles with that... probably go right back to the Corvair. :-) I do like the concept of this 3300 however as well.
needs custom coil packs and Fi
Sr how to buy this engine and what price
Every bit of that information is in the video.
Watch the video, then ask questions.
Now that aluminum parts are cast, rather than billet, are stronger, more convectively efficient, thermally stable alloys being used? And will they now tolerate higher CHT?
كم سعر المحرك مع المروحة يا عزيزي
What are the nominal and maximum amperage outputs of the current (haha) alternator during typical operating RPM?
Is it capable of producing enough power to be paired with the higher voltage Earth-X batteries? I had to replace the integrated alternator with the superior (but heavier) Rotec external on my late-SN, Gen-2 2200.
Nick claims 85 HP for the 2200 Gen 4 and a 2000 TBO. I have one and my manual claims 80 HP and 1000 hour TBO top and 2000 Bottom. So the 6 cylinder claims 120 HP or 20 HP per cylinder. So how does the 4 cylinder get more HP per cylinder?
It;s a good engine, but I have to respond when I see misleading info from the company.
I don't recall for sure, but I think the differences have to do w/the rpm ratings. I don't believe there's any misleading going on but I think if you look at the stated rpm's vs. HP ratings for given engines you'll see what I mean.
Jabiru claim 80 HP for the 2200 for all generations so I don't know where the 85 HP statement came from. My Gen 3 3300 produced 128 HP on the dyno but that is under controlled conditions so 120 HP is correct in my opinion. The 85 HP may have been from a similar Dyno test.
Now that cylinders are aluminum (no longer a steel sleeve) and should have similar thermal expansion to the pistons, are pistol to cylinder wall clearances tighter than before? If so, can we expect a bit more power/efficiency and less oil vapor loss from blow-by?
So what is the benefit of having a more complex six cylinder engine that only produces 120 hp when there are many many less complicated four-cylinder engines putting out the same power?
Probably more efficient in fuel usage
Also much smoother running. Better harmonics in 6 cylinder engines.
In a WORD. "WEIGHT."
@@ExperimentalAircraftChannel do you know the weight of their 4cylinder?
I'm trying to think of a "less complicated 4-cyl" (at the same weight) eng putting out the same HP. Do tell.
Why on earth would you buy a Rotax when you can have a Jabiru?
Uuuuuun Jung. (((((((((((((((( ^
Seriously? I would not pay more than $8025.00 for the 120hp.
The Gen 4 update should really have included a better ignition rotor retention method, than flox-filled epoxy.
Really, the only 'unique' engine out there is the D-Motor... "The Jab is not automotive based it doesn't have parts from that industry... The only parts it has from that is..." Uh.. ok.
You have to laugh at all the comments defending these engines, 'operator error' etc. LoL. Not only did CASA restrict their use in actual Jabiru airframes, but it was because of Jabiru Pty's poor response to known defects that were repeatedly not addressed in a satisfactory manner. If you want a glimpse into what the free market think of these engines compare the used value of literally any used airframe that has a Rotax option (Sportscruiser, Kitfox, Zenair) and you'll see a huge markdown on the Jabiru variant, way beyond the initial purchase price. I'd sooner fly behind a 2 stroke at least the aftermarket support is better.....