Rotax 915 is: Brp unveils a new turbocharged rotax aircraft engine

[DesertFox4]

ROTAX 915 IS: BRP UNVEILS A NEW TURBOCHARGED ROTAX AIRCRAFT ENGINE



For all you guys that just can't get enough power.;)


BRP introduces a more powerful 135-hp Rotax aircraft engine at the EAA AirVenture in Oshkosh, Wisconsin – the Rotax 915 iS.


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Tech info:

• 4-cylinder
• 4-stroke liquid/air-cooled engine with opposed cylinders
• Dry sump forced lubrication with separate oil tank,
automatic adjustment by hydraulic, valve tappet
• Redundant electronic fuel injection, ignition, ECU
• Engine management system
• Electric starter
• Propeller speed reduction gearbox
• Air intake system
• Turbocharger and intercooler
• Target TBO (Time between overhauls) 2,000 hours
• Efficiency: 280 - 310 g/kWh BFSC at 5,500 rpm
• Service Ceiling of 23,000 feet
185.2 lbs.

Oshkosh / Wisconsin, U.S.A., July 21, 2015 – BRP introduces a more powerful 135-hp Rotax aircraft engine at the EAA AirVenture in Oshkosh, Wisconsin – the Rotax 915 iS.
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 and full take-off power up to at least 15,000 feet (4,570 m) with a service ceiling of 23,000 feet (7,010 m).

“This more powerful aircraft engine – the Rotax 915 iS – was specifically requested by our customers. It opens the market to larger, heavier aircraft, larger gyrocopters and even small helicopters, or simply more performance for current applications,” said Thomas Uhr, vice president BRP-Powertrain and general manager BRP-Powertrain GmbH & Co KG. “BRP’s Rotax 4-stroke aircraft engines are already industry leaders; opening other markets represents a good growth opportunity.”

The introduction of the Rotax 915 iS engine, a 4-stroke, 4-cylinder turbocharged aircraft engine with intercooler and a redundant fuel injection system, is in response to market demand for a modern, more powerful engine allowing higher payload and shorter take-offs. It delivers the most advanced aircraft engine technology resulting in low operating cost and ease of use. The serial production of the Rotax 915 iS engine is scheduled for second half of 2017.

[rosslr]

Just saw it too - At 84kg I imagine it will be a screamer in a KF! ... anyone know what the price is???

cheers

r

[Paul Z]

Now that is worth drooling over! Considering I just pulled my carbs and sent them in for a rebuild. The Pilot side was dumping fuel, the floats wer 6 grams, so I sent them in to be overhauled.

[TahoeTim]

ok, plenty of time to varnish now... gotta have that screamer:) my wife will understand that it's a safety thing since we live at such a high altitude wink wink

rosslr, what is the matter with you, asking the price :):):) Since when does price matter when building an airplane?

I was thinking, it's a deal at anything less than $40k.

[Esser]

I'm guessing $50K....

[Paul Z]

I concur with Esser $50K

[rosslr]

I think I agree with your 50k guesstimate Josh - at least in OZ$'s - I think maybe 45US?? My 912is cost me $30k Oz.

And Tim, yes I agree .... We used to talk MMU's when we had a Mooney (Mooney Monetary Units) and 1 MMU =$10k- best not to let the keeper of the purse now the whole story!

cheers

r

[Paul Z]

"RotaxOwners.Com" web page post
http://www.rotax-owner.com/en/rotax-blog/item/43-915is

[Danzer1]

A couple initial observations regarding this engine:

The weight listed on BRP is 185.2 dry and only includes the engine, PSRU, turbocharger, intercooler, exhaust, ECU and fuel injection.

As usual - Rotax makes no mention of cooling radiator, oil cooler, hoses, fluids, alternator, engine truss or fuel pumps. I'm willing to bet - total installed running weight will be 205 to 210 lbs.

The 914 was not very accepted for aircraft due to the location of the turbo, wastegate and air filter - requiring a significant modification to it or to the lower cowl to make it fit. It's no different here!

Except - the intercooler now takes up even more space and will be troublesome to fit in any cowl as it extends more than 5" beyond the valve covers and quite a bit to the rear - not to mention how to get airflow to it. It would take significant redesign of the configuration and/or cowl to make this fit in any aircraft!

This engine and layout seems geared to helicopters or gyro's and not very functional for aircraft in it's current configuration- IMHO

[avidflyer]

probably fits just fine in the latest Predator drones. And when it comes to war, cost is not a concern.... JimChuk

[Paul Z]

Having worked for the Defense Industry for years, I understand why everything cost so much. They have more rules, regulations and requirements than you can imagine. The one side benefit, because of the Predator Drone the Light Sport Industry has one hell of a good engine. The Reliability Program that they put the supplier through, is what partially drive all the Rotax maintenance directives, and purchase cost. I appreciate the fact that the Reliability of the Military Products keeps our Sons and Daughters in the Military Safe, and they provide us with an EXTREMELY reliable Aircraft Engine. Go fly behind a Volkswagen or Corvair Aircraft engine conversion, and the reliability and parts availability is an issue.

[War Eagle]

[quote=Danzer1;51132]A couple initial observations regarding this engine:
The 914 was not very accepted for aircraft due to the location of the turbo, wastegate and air filter - requiring a significant modification to it or to the lower cowl to make it fit. It's no different here!
[quote=Danzer1;51132]

Not exactly sure what your definition of significant modification to the lower cowl to make it fit really means, but I didn't have to modify my lower cowl when I installed my 914. In fact if you weren't told there was a 914 under the cowl then you wouldn't be the wiser by looking at it.

Now if you looked at the panel if would be obvious.

[Danzer1]

Not exactly sure what your definition of significant modification to the lower cowl to make it fit really means, but I didn't have to modify my lower cowl when I installed my 914.

I was not specifically referring to mounted in a Kitfox, I said "aircraft". You also don't have the standard 4" air filter (also mentioned) sticking out the side of the turbo - would it still fit?

It definitely works for some - honestly I think the price for the gain is the largest deterrent and I suspect that will be the same for the 915.

[War Eagle]

I was not specifically referring to mounted in a Kitfox, I said "aircraft". You also don't have the standard 4" air filter (also mentioned) sticking out the side of the turbo - would it still fit?

It definitely works for some - honestly I think the price for the gain is the largest deterrent and I suspect that will be the same for the 915.

Sorry but I do have the turbo breathing through the standard 4" filter.

I mount it in the NACA duct in the bottom of the cowl and connect the turbo to the filter through a SCAT tubing.

Takes up very little space.

Don't have a picture of the assembly altogether but here is a picture of the fitting on the side of the NACA duct that the SCAT tubing from the inlet side of the turbo connects up to and then the 4" air filter is placed on the other side of that fitting inside the throat of the NACA duct. Very compact and no significant modification to the cowling.

[Danzer1]

John,

I'm not trying to create an argument - I said "You also don't have the standard 4" air filter (also mentioned) sticking out the side of the turbo - would it still fit?"

Meaning "sticking out of the side of the turbo" as stated - in the "standard" factory location. Like this:
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[desertfox1]

My 7SS has the 914 with the filter in the factory "standard" location,
"sticking out the side". Also, all factory SLSA's with 914's are configured
that way. No modifications are required to the cowl as the model 7 cowl
plug was modeled over a 914 engine.

What model Kitfox do you have?

Phil

[Danzer1]

Phil,

I don't have one - I'm still in the planning stage. I was originally speaking of aircraft in general. I was then asking if the 914 with the factory air filter location fit under the cowl without modification. Good to know that it does.

Greg

[Esser]

I love the intercooler. I am looking for something that will work for my 914. I wonder when that part will be in production....

[Danzer1]

Josh,

Try here: http://www.atpturbo.com/mm5/merchant.mvc?Screen=CTGY&Store_Code=tp&Category_Code=INT

You can pretty much build them in ay configuration you want.

Greg

[Esser]

Thanks for the info Greg.