220 pounds for a 200 HP engine wow....thats light, the Lycoming 0-320 dry weight is about 250 and thats 160 HP. With that type of a HP to weight ratio, Id love to see the 6 cylinder 200 HP UL installed on a Super Cub.
It has always amazed me that the common aircraft engines used in GA are stuck in the 1930s. UL Power shows how it should have been being done for the last 30 years.
They're still pretty far behind the automotive world. Look at a 5 liter coyote, roughly the same displacement as this engine, but puts out 480horsepower. And lasts longer.
@@drewhansen429 Automotive engines are not build to deliver 75% of max power output continuously. That is a big difference. Hence you cannot compare car engines to aero engines.
I have never been a fan of Rotax. They must rev too high. To me they sound like a two stroke chainsaw. I hope this does well. It is time for a paradigm shift in light aircraft motors. It cost as much to put a carburetor with mixture controls and carb heat than to just have fuel injection. I am actively looking to purchase an airplane within the next year or two and the stuck in the 60’s mentality along with the until now limited engine options infuriates me. I must buy a built airplane due to my arm and shoulder and until the last few months I have been profoundly disappointed. This is a beautiful plane and I hope to talk with them soon. And Just Aircraft soon.
Fuel injection is not new to aviation, electronic fuel injection is new to aviation, and if you put one of those engines on a super cub in Alaska you will still have to pre heat the engine for winter operation.
+John doe Why is that different from anything else operating in Alaska? anything running electronic injection and ignition should start like a standard car
phil kennedy Its not really, but electronics and extreme cold do not go together very well, in fact very few systems do, the old manual systems are time proven. When its 40 below zero where cars operate, its 70 below zero where aircraft operate. In 40 below zero the LCD display on radios will not even work. I worked on aircraft in Alaska for 13 years, and when the emission standards forced the Diesel engine manufacturers to go all electronic on their engines, they had all types of trouble and failures, which could not be tolerated on aircraft.
+John doe I understand your reticence but we can and have overcome those problems. all modern turbine powered aircraft are electronically controlled and operated as well as the cars and trucks. the mistake made by the early adopters of electronics is they thought they could just patch it onto an older design and everything would be fine - clearly it was not. My little Hirths, with electronics can start, after a -30 cold soak, quite happily without any external aids. even colder can be achieved with a little thought.
phil kennedy The very new turbines might use electronic fuel injection, but all the Turbine engines I worked on, the Fuel Control Unit was run off of the accessory gear section with no electrical connections at all. Even synthetic motor oil does not flow, in 40 below zero, I did the experiment myself with all the major brands in the 90s in Fairbanks Alaska, Mobil 1, Amsoil, etc. regular 30 weight motor oil, you can make a ball with it and play catch, thats the reason you have to preheat any piston engine before starting it at those temps.
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220 pounds for a 200 HP engine wow....thats light, the Lycoming 0-320 dry weight is about 250 and thats 160 HP. With that type of a HP to weight ratio, Id love to see the 6 cylinder 200 HP UL installed on a Super Cub.
It has always amazed me that the common aircraft engines used in GA are stuck in the 1930s. UL Power shows how it should have been being done for the last 30 years.
They're still pretty far behind the automotive world. Look at a 5 liter coyote, roughly the same displacement as this engine, but puts out 480horsepower. And lasts longer.
@@drewhansen429 Automotive engines are not build to deliver 75% of max power output continuously. That is a big difference. Hence you cannot compare car engines to aero engines.
I have never been a fan of Rotax. They must rev too high. To me they sound like a two stroke chainsaw. I hope this does well. It is time for a paradigm shift in light aircraft motors. It cost as much to put a carburetor with mixture controls and carb heat than to just have fuel injection. I am actively looking to purchase an airplane within the next year or two and the stuck in the 60’s mentality along with the until now limited engine options infuriates me. I must buy a built airplane due to my arm and shoulder and until the last few months I have been profoundly disappointed. This is a beautiful plane and I hope to talk with them soon. And Just Aircraft soon.
A turbo option on all of their engines would be sweet
They aren,t cheap but cool. If you want prop pitch control you have to go electric.
are they using long stroke or short stroke in this type of engine? what is the best ?
Hope I can use this in a Cessna 150/152?!?!
Not unless you re-register the Cessna as "Experimental".
Fuel injection is not new to aviation, electronic fuel injection is new to aviation, and if you put one of those engines on a super cub in Alaska you will still have to pre heat the engine for winter operation.
+John doe Why is that different from anything else operating in Alaska? anything running electronic injection and ignition should start like a standard car
phil kennedy Its not really, but electronics and extreme cold do not go together very well, in fact very few systems do, the old manual systems are time proven. When its 40 below zero where cars operate, its 70 below zero where aircraft operate. In 40 below zero the LCD display on radios will not even work. I worked on aircraft in Alaska for 13 years, and when the emission standards forced the Diesel engine manufacturers to go all electronic on their engines, they had all types of trouble and failures, which could not be tolerated on aircraft.
+John doe I understand your reticence but we can and have overcome those problems. all modern turbine powered aircraft are electronically controlled and operated as well as the cars and trucks. the mistake made by the early adopters of electronics is they thought they could just patch it onto an older design and everything would be fine - clearly it was not. My little Hirths, with electronics can start, after a -30 cold soak, quite happily without any external aids. even colder can be achieved with a little thought.
phil kennedy The very new turbines might use electronic fuel injection, but all the Turbine engines I worked on, the Fuel Control Unit was run off of the accessory gear section with no electrical connections at all. Even synthetic motor oil does not flow, in 40 below zero, I did the experiment myself with all the major brands in the 90s in Fairbanks Alaska, Mobil 1, Amsoil, etc. regular 30 weight motor oil, you can make a ball with it and play catch, thats the reason you have to preheat any piston engine before starting it at those temps.
LOL in the 1990's.