Continental is owned by China… the tech will be stripped, stolen, and the company closed within a few years. Same will likely be true for Icon aircraft.

Exactly. I hope they are working on a 6cyl.

It appears Lycoming, being part of Textron, doesn’t really believe in innovation. When they try, it seems they just reinforce their own anti innovation bias. Continental might do something, but a really new 300 hp engine might actually require a new plane design which will seriously hurt potential volume.

@@nunyabidness3075 they can’t change the engine… cost too much for recertification. Isn’t worth the money or risk.

@@thatguy8005 Who is “they”? Which plane design? Why recertification? My point was that a new 300 hp engine that isn’t an STL replacement for the 540/550 on the existing fleet of Cirrus, Mooney, Beech, etc airframes will struggle with volume. Also, unless it runs Jet A or auto fuel, there’s the unknown fuel situation creating a big question mark.

The turbo is a major get. Once you get past 7500 or so the losses on naturally aspirated compared to the Rotax makes it pretty even.

50-70 pounds lighter installed weight.

140hp. That difference matters.

Yep, only 137 continuous.

I like where your head's at. Probably needs a longer engine mount / cowl for W+B due to the decreased weight though, right?

Rotax is planning to increase the 915's TBO to 2000 hr, but the timeline to do so has not been finalized.

@@KitplanesMagazine what about allowing 915 owners to flash the ECU with the 916 software? By all accounts that I have come across it’s the exact same motor….

@@Captndarty There are differences in the exhaust system as well.

@@KitplanesMagazine OK so buy a 916 exhaust and bolt it on🤷🏻‍♂️ all of this would be the simplest way to get 14% more power albeit for only five minutes…

@@KitplanesMagazine I believe the bump in TBO has been talked about since it’s debut-which I think it was type certified in 2017. Hopefully eventually. If I was a guessing man in marketing, the TBO will not likely happen on the 915is, making the purchase of the new 916is very attractive as the 915 approached 1200 hrs.

Perhaps you should spend more time getting a job which can afford you one of these engines instead of trolling the Internet spouting your distain.

Ha! Tell us what happend? I trust my 912 less the more I learn about it. Truly seems like a Snomobile engine adapted for an airplane...

Pump gas isn't popular around the world?

@@kevin_6217 - Sure, at Automotive Gas Stations! But most of those are on Roads, not Airports!

@@kevin_6217 many places have only Jet-A

We'd say there's zero chance Rotax will begin using magnetos and carburetors on any of its new models. Just not the way the company thinks. Given the company's history and how many 912-based engines are working in the field, it's hard not to call them a serious aircraft engine manufacturer.

Reduction drive makes a lot of sense. I never want to see old mags ever again. Mags that have adjustable timing are critical for better performance and fuel consumption.

@@KitplanesMagazine I didn't say anything about magnetos and carbs, YOU did. And I really don't care about what "the company thinks". What matters to me are the features of redundancy and security of a well designed engine. Company's history? I've ben watching several Rotax failures reported here on YT and elsewhere, most of them by electrical issues. It can be hard for you, but very easy for me to see what really makes difference.

​@@crissd8283 Reduction drives are known in engineering as an extra failure mode. And self energized electronic ignition systems are increasingly popular among "old" Lycs and Conts especially because of better performance and fuel efficiency.

​@@RobertoRMOLAAnd ive had magnetos fail, magneto wiring fail etc. Reduction gear boxes make a ton of sense as well. Lyc/cont have internal gears for other uses and magnetos is just another type of electrical system. Truly don't understand your position.