Jim Stewart wrote:
wrote:
If the "D" models has the improvements you suggest, then it's a good
compromise. If not, it's a rather disappointing choice. Perhaps
with 110 HP it'd go faster than allowed in a LSA?
Another issue is the reduction gear that
comes with a 912. If you value the lower
vibration levels and more optimum prop
and engine rpms, it's a benefit you don't
get with the Continental.
But the reduction gear adds another point of failure to the system. Yet
another trade off.
And that's what it boils down to, trade offs.
I'm building a 601xl. There are people using old technology engines (O-200 &
O-235), New Tech engines (Rotax & Jabiru) and car engines (Subaru and
Corvair). There are positives and negatives to each engine.
I'd be willing to bet that Cessna looked at the service system they already
had in place and the decision was simple. much like if I had been working on
Lycoming or Cont. engines for the last 50 years I would have decided on an
O-200 or O-235 for my 601XL.