This is a pr oven product that we stand behind. It’s not a closed loop system, but it does have electronic advance. The same can’t necessarily be said of cylinder heads, although replacement of them is relatively rare for engines that haven’t been abused. To that, add any costs for overhauling or replacing the prop. The 81-HP Rotax 912F3 was about as familiar to aircraft mechanics as brain surgery is to a plumber. For as impressive as the Rotax’s overall durability is, one particular component impressed us more than any other: the gearbox. The choices are essentially two and will be guided by price, in most circumstances. The most recent 912s have 2000-hour TBOs, but earlier models, with improved crankcases, are limited to 1500 hours. The camshaft is replaced on condition, as are other parts, including the ignition components and gearbox parts. Oil circuit; Rotax remote oil tank Included: The Rotax 4-stroke Aircraft Engines use a dry sump forced lubrication system with remote oil tank. I know I would rather take my chances with a high time 912, which I was monitoring closely. 02-80 Gpl Replacement For Rotax (55.9% similar) Rotax starters sell for over 600, this is only high quality aftermarket starter has reliability with low cost. While the 914 engine gets an additional 15 HP from turbocharging, the 915 represents Rotax’s first foray into intercooled turbocharging for a … It couldn’t be much easier and using 91 octane auto gas, fuel costs about $15 per hour. Carb(s) shipped to the workshow for overhaul are returned to you via Special Delivery (at additional cost). ROTAX 912/914 series engine. Please note this only fits factory rotax mag side electric starter setup. For instance, even a modest engine such as Lycoming’s O-320 costs nearly 70 percent more to buy new than to overhaul. The main downside is the scarcity of certified Rotax … Budget $10- 15,000 and allow for some downtime. The top money choice is a factory-new engine with everything new: cases, crank and camshaft, gearbox, cylinders, ignition system and carburetors. My Cart. When I get to 1900 I'll order a factory-new one, in the crate, for something like $20k (and am setting aside $10 per flight hour in my TBO Fund). Rotech also maintains a stock of used parts to give owners more options. Either the Rotax 912 ULS or iS should be your choice (if you can afford the extra cost, a Rotax is a no-brainer). Based on the proven concept of the Rotax 912 / 914 engine series, the Rotax 915 iS engine offers more power, the best power-to-weight ratio in its class, full take … You have no items in your shopping cart. I was visiting a guy who is building a kitfox and that was pretty much the advice he was given also. Finally, Rotax appears to have done what it didn’t do when the engine appeared on the original Katana in 1995: built out a service network that actually works. Read more (65.22 KiB) Back. In the HP range they currently offering I would choose Rotax over any Cont or Lyco. Description. But, says Paskevich, these are routinely cleaned up, inspected and put back into service in a freshly overhauled engine. When Diamond introduced the two-seat Katana to North America in 1995, it might as well have been powered by alien technology. If your core is worth a couple of grand, a factory-new engine will cost about $17,500, a $4000 or 23 percent upcharge against the overhaul. Flight schools get to their TBO's much quicker than the private owner and that is a good way to keep engines rotated. For ignition, the Rotax engines eschew traditional mags in favor of a dual capacitive discharge design that’s operated by a rotor/stator arrangement behind the flywheel. time frame and more. This system is essentially a captive, fixed motorcycle-type clutch that remains engaged in normal service. Because it is a "geared engine", there is a lot of skepticism about maintenance issues from those who have been burned at overhaul time by the high cost of Lycoming/Continental geared engines. Rotax engineers have set the engines to run in what they call Eco mode (until 97% power is demanded). All rights reserved. If it is only 200 hrs in 2 years and up to 800 in 5-6 years you'll most likely be fine to that time. Kudos to the DOT for laying down the law on animals in the cabin. Exchanges, says Paskevich and Lockwood, are good choices for owners or businesses who don’t want the downtime of an overhaul-at least a week-and who can afford the upcharge. For this report, we visited Lockwood and spoke to Rotech. Paskevich says it’s done on a case-by-case basis (pardon the pun), but a new engine may make more sense. What constitutes a “good” core will vary, but Paskevich says at the top end, a core is worth about $3500 or a little more, but at the bottom end, it may be worth nothing. Back when I bought my CTSW it didn't take me long to figure out that selling a 3/4 run out 912 would be a better deal than rebuilding it. Thanks for the information. What the customer pays for this depends on the condition of the core submitted for credit, says Rotech’s Mark Paskevich. I was wondering about what it would cost to overhaul a 912ul or a 912uls. Can they be bored or reconditioned? In reality, the decision tree for a Rotax owner seeking a replacement engine is simpler than it is for a Continental or Lycoming owner. Based on the proven concept of the Rotax 912 / 914 engine series, the Rotax 915 iS engine offers more power, the best power-to-weight ratio in its class, full take-off power up to at least 15,000 feet (4,570 m) and a service ceiling of 23,000 feet (7,010 m). The rebuilt one will never be a zero time engine again, but should last well into the 4K hr. View Details. Rans founder Randy Schlitter told Flying that Rans is now selling the 100 hp Rotax 912 ULS for $17,600, a drop of $600. The 912 engines are four-cylinder powerplants now available in 80- and 100-HP versions, with the turbocharged 914 producing 115 HP. Fewer rebuilds and so much less fuel and oil. And unlike traditional engine overhauls, where there is some latitude in what constitutes an overhauled engine, Rotax seems to keep a shorter leash on its field overhauls. Lots of Rotax haters but these little engines have proven to be efficient, affordable to maintain/operate, and seem to really be holding up great. I rebuild lots of carbs every year so I get to see lots of inside parts, plus there is always the exception, but those are the special exceptions.. interesting, I never thought of carbs as being a wearable part. Crankshafts aren’t reused in new engines or overhauls. 4. I think the Rotax 915 on an RV9 would be a match made in heaven! We examined one set of used cylinder whose bores were smooth, with no sign of stepping. Thank you! Given the price sensitivity of the experimental and LSA markets, most buyers seem to tilt toward overhauls, which are typically priced at $12,000 to $14,000, depending on what parts are needed. $3.55. Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS. “A lot of customers seem to figure the 1500-hour cases will get them through the rest of their flying career, ” says Paskevich, “so they don’t bother with the upgrade.”. Rotech Motor Ltd. 6235 Okanagan Landing Rd, V1H 1M5 Vernon, BC, Canada Telephone: 1-236-600-0137 Fax: 1-236-600-0138 Instant SSL rotax 912 uls rebuild cost, Onkohan ROTAX vaihtanut tulpat 2-kärkisiin 912 ULS-moottorissa , teimme eilen EPIK:llä koneelle 100h huoltoa (keväällä vaihdettu uusi moottori) tulppien tarkastuksessa teimme huomion tulpan keraamisesta osasta löytyi ROTAX 297656 , kannassa oli BOSCH:n merkintä, nämä olivat 2- kärkiset sytytystulpat. This price doesn’t include any prop work, which may or may not be necessary. Sounds more like a time thing (like 5 year rubber) than a hours-used issue. The MTV-34 is also applicable on Rotax 915iS. (They should anyway, but) The cost is the same, but you end up with a zero time engine. It should be more reliable, get better fuel economy, more power and you are going to end up rebuilding the 2-stroke a couple of times. At Lockwood, Phil Lockwood told us cores are typically worth $2000. BRP-Rotax informed about the latest development steps on the Rotax 915 iS, a 4-stroke, 4-cylinder turbocharged aircraft engine with intercooler and redundant fuel injection system during the press conference at the AERO Friedrichshafen, the largest trade show for general aviation in Europe. Now I suspect there will be a glut of run out engines on the market when it's time. One potential wear item is the discs in the overload clutch, which protect the gearbox and prop against damage from a prop strike. Each overhaul starts with a kit that includes a new crankshaft, valves, rings and all the seals and gaskets. overhaul manual for rotax 912 stufey de. Technically, a third option is heavy repair, but we’re focusing on overhauls here. Thanks! Call for price. And with periodic training classes for owners and mechanics, Rotax familiarity continues to improve. Typical retail for a ready-to-go 912-series engine is $19,600 (100 HP) and $17,621 for the 80-HP version. Rotax has made serious market inroads and with the advent of light sport aircraft, it has become more familiar to maintenance shops and an overhaul infrastructure has sprouted. says this is only an inspection at 200 hrs. per page . The 915 iS gets a further performance kick from the addition of an intercooled turbocharger and a constant-speed, three-blade prop from MT. To gain real-time experience, Rotax replaced a 912 ULS with the … Take the best care of your motor, monitoring everything for long engine life, then sell the motor honestly to someone who is willing to deal with the TBO / maintence issues, and get yourself a new motor. a year. The Line maint. Rotax / K&N RU0800 cylindrical air filter $61.00: K&N Air Filters are washable and reusable. in 10 years then yes they need rebuilding due to rotting of parts that can cause leaks. If you figure you can get another 1000 hours, before you need to do anything, you would probably be much better off than using a 582 financially. A 135-horsepower version (915 iS), announced in 2015, should start shipping by the end of 2017. Both shops report seeing cylinders routinely make TBO and some are on their second go around. For instance, even a modest engine such as Lyco… Based on the proven concept of the Rotax 912 S/ ULS engine the new 912 iS Sport engine offers all well known advantages of the Rotax 4-stroke engine series complemented by additional features, for example, the engine management system. Both serve the U.S. market. “It’s not likely to break,” Vogel said, “but it will twist. Now if you had only 200 hrs. Grid List Show. That much of the equation is similar to a Lycoming or Continental. It’s just that it has more in common with a water-cooled motorcycle engine than a traditional air-cooled aircraft engine. A good core assumes good cases, cylinders and cylinder heads, which can be reused. We see this from time to time.”. In North America, there are two sources for full overhauls. I agree with Roger. Simply select the flight mode on the blue control to select the appropriate engine rpm. 915 iS. Given the price sensitivity of the experimental and LSA markets, most buyers seem to tilt toward overhauls, which are typically priced at $12,000 to $14,000, depending on what parts are needed. View Details. Compared to the 912iS Delightfully Different Nope, says Paskevich, the Nikasil coating precludes that, but it wears so well that cylinder replacement is a rarity. Given all the grief suffered by Thielert in trying to make a durable gearbox for its diesels, we expected similar problems with the Rotax gears. In common use, you’ll only need “Power” mode in takeoff phase. I know this can vary greatly but I was curious a.. That's not much time at 100 hours a year! They are not considered standard replacement items, although the rings are. Here is a question maybe some of you Rotax mechanics can answer, as I seem to be getting many different answers reading online. No ship’s power is required to run it. Based on the proven concept of the Rotax 912 / 914 engine series, the Rotax 915 iS engine offers more power, the best power-to-weight ratio in its class, full take-off power up to at least 15,000 feet (4,570 m) and a service ceiling of 23,000 feet (7,010 m). rotax-915-iS-iSc. Are any options of what an owner can pick and choose? Compared to Lycoming and Continental, the price Delta between overhauled and factory new on a Rotax is much less. Compared to Lycoming and Continental, the price Delta between overhauled and factory new on a Rotax is much less. I'm basing some of this on that most LSA owners seem to be flying about 75-100 hrs. The Rotax 4 stroke (912/914) engines are well regarded in the experimental/LSA worlds. Rotax engineers have set the engines to run in what they call Eco mode (until 97% power is demanded). Plan on attending the Annual Sport Pilot Expo. I guess that is pretty much what I feared it was going to be. Most interesting and informative. In addition, the removal and reinstallation will typically take a day or a little more-call it another $800.
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