Jabiru 5100
 

Anyone checked out this engine as an option?
http://www.jabiru.net.au/engines/8cylin.html

Jabiru currently has one installed and flying in an RV-6 and seem to be having good results.

At about 22K (plus another 2K for installation kit) it's up there price wise with the Lycoming models.

Scott

i did some checking around on this engine yesterday, and it seems to be a nice step in the right direction as far as traditional layout meets modern ignition type engine. i see it only shows 1000 hour tbo. anybody know if a non-wood prop can be used here? or a constant speed?

180 hp and fairly lightweight. it's supposedly nice and smooth and easy on the fuel flow too...

I checked this out about a year ago. They expect the TBO to go up as they can prove it.

The only thing keeping me from chosing this engine for my 9A was the lack of a mount and cowling at the time I needed it. They were working on it, and it may be available now.

I don't know specifically if it can use a wooden prop, but I don't know why it couldn't. Wood seems the most adaptable/forgiving of any material.

CS prop on Jabiru 5100
 

One of the UK Mk 26 Spitfires is using an electric MT 3-blade CS prop. It involves a limit on the engine's max RPM as the prop is more used to those slow turning Lycomings.

Dave

I made a visit to Caloundra just the other day, and found a 9A with this setup. He will be ready for his first flight in a few weeks ( he hopes for 2 weeks ). A FWF package is now available for the 6 and 9, I dont know about the 7, 8 but that shouldnt be a problem. What I didnt like is that it has 2 carbs, so you need 2 chokes and 2 throttles into the cabin. Wood prop only at this time i think. Will report back with some specs if I get to see the 9A again.

jamie

thanks for the report jamie. i'd be more interested in this engine if a metal FP or hydraulic CS prop could be fitted. keep us posted if you see it again.

Why 2 chokes and 2 throttles in the cabin? The dual carbs can use a cable that marries the 2 together before passing through the firewall like the 2200 and 3300 can't they? Those use similar Bing carbs and the installation on those only has one throttle and one choke in the cabin.

WE have one RV8A test-flying in denmark with this engine,the cowl is streched 6-7 inch so it is a longnosed RV ,there have been many troubles with the engine and the support is not the best. talking to the guy about numbers seems to indicate that it is far from my 180 hp Lyc.RV8 about 15mph slower in cruise and using 1.5gal more
the new version should be injected so maybe that is better????

j?rn m?ller
RV8 205 hours

that's quite interesting...
:rolleyes:

Jabiru....
 

Hi everybody,
I'm always amazed at the extent to which some builders go to find an "alternative" engine to the Lycs that Van recommends. I found a 2000 hr 160HP Lyc engine for $4500 this morning. That little engine will probably go another 500 hours or more before anything needs to be done to it. With Eggenfellners costing over $23,000 and rotaries up there too, what's the reason for avoiding the Lycomings when they're found all over the world? What's the lure to justify all the extra work/money/fitting of an engine besides the Lycoming? You can go and build your own brand new 180HP Lycoming for way under $20,000 and have a proven engine that you can depend on in rain, night and IFR. I can't see the sense in all these 'other' engines. What am I missing?
Confused,
Pierre