BRP Rotax has launched a new engine, the Rotax 912 iS, as an evolution of its popular four-cylinder, four-stroke line for the light-sport market. Designed to burn less gas without sacrificing performance or reliability, the engine is claimed to be as much as 70 percent more fuel-efficient than competing engines.
The biggest improvements in the new engine come from the replacement of the 912’s carburetor with a modern fuel injection system and digital engine control unit (ECU). The engine produces 100 hp while also boasting a 2,000-hour TBO, the same as the 912 engine. Mass production of Rotax 912 iS engines will start in May.

"The development of a four-stroke, four-cylinder 100 hp aircraft engine with a redundant electronic fuel injection system is a first in the industry,” said Gerd Ohrnberger, vice-president and general manager at Rotax’s Powertrain division. “It makes it ideal for all kinds of light sport aircraft.”

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Comment by Mike Hammond on March 9, 2012 at 8:10pm

Bob I understand that YOU may not have had any issues with your 912 engines, but many people have had issues with some or all of the things I mentioned. All of the issues I mentioned are covered at length in the Rotax 912 maintenance courses.  I am not trying to say that the 912 is not reliable, because it is a reliable engine.  I am just trying to state that the new fuel injected version will address many of the operational issues many people have experianced with the 912 series. 

Comment by Bob McDonald on March 9, 2012 at 7:54pm

I have been flying Rotax 912 engines for years...never any carb ice issues. I run dual throttles in both aircraft and it simply is not complicated to maintain. I actually had to re-sych the carbs on my 2005 CH601HD for the 1st time this summer...every 7 yrs is not a big maintaince issue and its a simple 1/2 hr job. I fly between -28C and +30C temps and dont need to adjust the carb needle clips. The carbs adjust mixture automatically for altitude (diaphram on top of carb function). There are two Rotax 912 80 hp dual carb engines removed from flying school Katanas with 2500 hrs on the log books in crates in the hangar...these were originally 1500 hr TBO engines and log books show no engine failures or issues other than cracked exhausts. I don't know of any CDI ignition box failure issues either. I think its nice to have fuel injection available, just like turbo chargers... but its not a big deal breaker for me.

Comment by Mike Hammond on March 9, 2012 at 7:09pm

Not an "upgrade"? possibility of carb ice, no requirement to keep carbs synched, no need for two into one throttle cable, no need to change jets due to large temperature or altitude changes, better fuel consumption, no worry of carb malfunction due to corrosion because of moisture or alchol.......No these are not "upgrades" they are a game changer.  Also does'nt this engine have a true digital electronic ignition with computerized electronic advance?  Got to be better than the magneto system on the non injected version.

Comment by Bob McDonald on March 9, 2012 at 6:32pm

I own 2 rotax 912 engines, an R912 80 hp in my CH601HD and a R912S in my CH750. I'm not sure I consider the fuel injection an "upgrade". I won't be parting with my Rotax 912 carbed engines anytime soon. The radiator positioning is dictated by the aircraft the engine is installed in, I know that is not a Zenith airframe. Its just a promo photo from web site.

Comment by Robert Pelland on March 9, 2012 at 7:50am

In the coming months, I would not be surprised to see some regular, carb equipped 912's being offered up for sale by present owners, who might wish to upgrade their aircraft engine. 

Comment by Andre Levesque on March 9, 2012 at 7:21am
Check this link for the new Rotax 912 is
Comment by Chris Aysen on March 9, 2012 at 7:07am

Bob - The radiator mounting does not seem workable. What's the rational behind it?

Comment by Bob McDonald on March 9, 2012 at 5:35am

Andre it looks neater, but all the hoses are there... the heads are still liquid cooled. It has a fuel rail and much different air intake manifold vs. 2 carbs and seperate intake manifolds.

Comment by Andre Levesque on March 8, 2012 at 8:13pm

The Rotax 912 is in this picture ,  looks like a neat install and allot less hoses than prior installs.

Comment by Alberto Martin on March 8, 2012 at 4:50pm

Jabiru South Africa was testing EFI for the Jab 3300...last year

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