Jabiru 5100 - any experiences yet?

Hi gentlemen,

subject says it all. Are there already any experiences with the new
Jabiru 5100 engine? So far the only information I have found was the
one on the Jabiru website.


Bye
Andreas

"Andreas Maurer" wrote in message
...
Hi gentlemen,

subject says it all. Are there already any experiences with the new
Jabiru 5100 engine? So far the only information I have found was the
one on the Jabiru website.


Bye
Andreas

If I wanted a REAL 180HP aircraft engine I'd go with an XP360 from Mattituck
or Titan kit from ECI or something like that, particularly since the Jab
costs 22k and has 4 too many cylinders to have to keep up and revs way too
high. Can we say glorified Beetle engine here?:

http://www.usjabiru.com/jabiru_5100.htm

"Andreas Maurer" wrote in message
...
Hi gentlemen,

subject says it all. Are there already any experiences with the new
Jabiru 5100 engine? So far the only information I have found was the
one on the Jabiru website.


Bye
Andreas

If I wanted a REAL 180HP aircraft engine I'd go with an XP360 from Mattituck
or Titan kit from ECI or something like that, particularly since the Jab
costs 22k and has 4 too many cylinders to have to keep up and revs way too
high. Can we say glorified Beetle engine here?:

http://www.usjabiru.com/jabiru_5100.htm

On Thu, 05 Feb 2004 17:14:07 +0100, Andreas Maurer
wrote:

Hi gentlemen,

subject says it all. Are there already any experiences with the new
Jabiru 5100 engine? So far the only information I have found was the
one on the Jabiru website.


Bye
Andreas


A good friend is finishing an RV7A with that engine in it. May be
only a few weeks away from flying.

I know that Jabiru bought an RV6 for testing and they have some
several hundred hours on it. I've seen it flying.

Eight cylinders may have some advantages over 4. The smaller cylinders
likely will have better combustion and if you lose one the engine may
still deliver useful power without running too rough. Guess how they
know.

Mike Borgelt

Eight cylinders may have some advantages over 4. The smaller cylinders
likely will have better combustion and if you lose one the engine may
still deliver useful power without running too rough. Guess how they
know.

Mike Borgelt

also gives u a smoother running engine

On Thu, 5 Feb 2004 13:05:21 -0500, " jls"
wrote:


If I wanted a REAL 180HP aircraft engine I'd go with an XP360 from Mattituck
or Titan kit from ECI or something like that, particularly since the Jab
costs 22k and has 4 too many cylinders to have to keep up and revs way too
high. Can we say glorified Beetle engine here?:

More or less Beettle..
The main cause why I'm interested in the 5100 is its weight - 117 kg
dry weight is a lot better than anything else around that I'm aware
of. It is also pretty narrow, making it possible to use a pointed
cowling whith its better aerodynamics. The O360 is a monster compared
to the 5100.

One more handicap is that I'm in Germany, making it problematic to use
US engine conversions that have not been licensed by the German
authorities.

But thx a lot anyway for the hint...



Bye
Andreas

Andreas Maurer wrote:

On Thu, 5 Feb 2004 13:05:21 -0500, " jls"
wrote:

If I wanted a REAL 180HP aircraft engine I'd go with an XP360 from Mattituck
or Titan kit from ECI or something like that, particularly since the Jab
costs 22k and has 4 too many cylinders to have to keep up and revs way too
high. Can we say glorified Beetle engine here?:

More or less Beettle..
The main cause why I'm interested in the 5100 is its weight - 117 kg
dry weight is a lot better than anything else around that I'm aware
of. It is also pretty narrow, making it possible to use a pointed
cowling whith its better aerodynamics. The O360 is a monster compared
to the 5100.

One more handicap is that I'm in Germany, making it problematic to use
US engine conversions that have not been licensed by the German
authorities.

But thx a lot anyway for the hint...

Bye
Andreas

260 pounds?

That's a pretty respectable weight -
unless
external oil tank?
It that with accessories like starter and alternator?
Does it have a vacuum pump pad?

It's air cooled, isn't it? No radiator.

Still,

An IO-360 runs 330 pounds without accessories...

"Richard Lamb" wrote in message
...
Andreas Maurer wrote:

On Thu, 5 Feb 2004 13:05:21 -0500, " jls"
wrote:

If I wanted a REAL 180HP aircraft engine I'd go with an XP360 from
Mattituck
or Titan kit from ECI or something like that, particularly since the
Jab
costs 22k and has 4 too many cylinders to have to keep up and revs way
too
high. Can we say glorified Beetle engine here?:

More or less Beettle..
The main cause why I'm interested in the 5100 is its weight - 117 kg
dry weight is a lot better than anything else around that I'm aware
of. It is also pretty narrow, making it possible to use a pointed
cowling whith its better aerodynamics. The O360 is a monster compared
to the 5100.

One more handicap is that I'm in Germany, making it problematic to use
US engine conversions that have not been licensed by the German
authorities.

But thx a lot anyway for the hint...

Bye
Andreas

260 pounds?

That's a pretty respectable weight -
unless
external oil tank?
It that with accessories like starter and alternator?
Does it have a vacuum pump pad?

It's air cooled, isn't it? No radiator.

Still,

An IO-360 runs 330 pounds without accessories...

Ever tried to pick up an O-360 crankshaft? I tried, then I got some help.

The O-360 "Lycoming Paint Shaker" has four massive 5 1/2" diameter pistons
that pound that crank mercilessly - it HAS to be heavy. A crank in a flat
8, by comparison, has the power impulses spread over 4 whacks per revolution
so it can be lighter. On the downside, the flat 8 has higher internal
friction so the SFC will be worse.

Bill Daniels

On Fri, 06 Feb 2004 01:44:29 GMT, Richard Lamb
wrote:


260 pounds?

That's a pretty respectable weight -
unless
external oil tank?
It that with accessories like starter and alternator?
Does it have a vacuum pump pad?

This is the toy I'm talking about....
http://www.jabiru.net.au/engines/8cylin.html

I really like the compact size and the low weight, although the fuel
coonsumption could be a lot better...
The 360 (and 320) is a monstrum and I'm not considering it for my
planned aircraft due to sheer size and weight.

Another engine that looks pretty good is the new Thielert Diesel
engine
http://www.centurion-engines.com/c17/c17_start.htm

...., but its weight and extreme comlexity are less than perfect,
although performance and fuel consumption are very good.


Bye
Andreas

Richard Lamb wrote in message ...
Andreas Maurer wrote:
...........

260 pounds?

That's a pretty respectable weight -
unless
external oil tank?
It that with accessories like starter and alternator?
Does it have a vacuum pump pad?

It's air cooled, isn't it? No radiator.

Still,

An IO-360 runs 330 pounds without accessories...

You can get those details on their website
http://www.jabiru.net.au/engines/8cylin.html

BTW - the Jab 8 can burn autogas with no problem.
The somewhat higher RPM is also not a problem, just get the
right prop for it.

I considered the Jab engine for my canard project, and even put a
deposit, but it came out too late for me. And also the original claims
were 200hp but now it is down to 180hp. So I went with a 220hp
6 cyl Franklin - about the same weight as Lyc IO-360 but a lot smoother.
The biggest beef I have with Lyc 360 is the vibration - essentially a
giant VW engine. Cont. IO360 is a 6 but considerably heavier than
Franklin.
-----------------------------------------------------------
Paul Lee, SQ2000 canard project: http://www.abri.com/sq2000