As far as I know, about the only major improvements after my engine prior to the "4th Generation" was the addition of a roller cam and recessed pockets in the pistons to avoid a valve striking the piston if it stuck. I'd be happy to ask him any questions you have about it or put you in contact with him as wellHow can he rent it out? We currently have a waiting list and are accepting orders and deposits for engines. ... We really wanted a used Kitfox that already had a Jabiru 2200 installed. LolNo it’s not. I was just wondering what people think about the Gen 4 who owns them. I have also heard that the Gen 4 engines are much more reliable so would like to know what you think about the newest revisions.If you're anywhere around North Texas there's a guy at my airport who has won and rents it out. Builders are notorious for ordering their engines way too early and it just sits there awaiting completion of the airframe! JABIRU 3300 AIRCRAFT ENGINE DOCUMENT No. Ha!Therefore, I suspect there are few, if any, actually flying in Zenith aircraft at the moment. It only has 200 hours on it yet has problems. It hasn’t blown up yet but I’d be quite surprised if we aren’t hanging the spare engine we have before it reaches 400 hours.I have heard similar things to this about the older Jabs. He reports the engine is smoother than his VW turbo, and it performs very nicely. Funny thing, though, the Gen 2 includes all hydraulic lifter engines up to the roller cam Gen 3 engines. It hasn’t blown up yet but I’d be quite surprised if we aren’t hanging the spare engine we have before it reaches 400 hours.I'm not a huge fan of the Rotax engine because of the way it sounds.I maintain and fly behind an older Jabiru 3300 from time to time. There are jabiru engines on s-lsa aircraft. I have also heard that the Gen 4 engines are much more reliable so would like to know what you think about the newest revisions. I was talking to the Dyna-Vibe rep at AirVenture last week - the goal is to obtain at least .07 ips balance. Although it was immediately better, I did, however, do some tweaking and tuning and improved the balance even more, but I like doing that sort of thing!I did a Dyna-Vibe engine/prop balance on my 3300/Sensenich CF GA prop/STOL 750. With mags, at least you know that once you get the engine started, it's going to keep running as long as there is fuel in the tanks!Thanks for the information, Larry! I flew around with 2 guys who both had older derivatives, both with solid lifters, and i don't recall which generation of heads - perhaps 2nd Gen. I thought he was talking about the plane not the engine.Yeah, but as he mentions Jabiru, that's only for E-LSA use.I'm not a huge fan of the Rotax engine because of the way it sounds.Why ear plugs!? Also, later in the Gen 2 series, the external oil lines were deleted and replaced with hollow push rods for oil circulation. I'd be happy to ask him any questions you have about it or put you in contact with him as wellI maintain and fly behind an older Jabiru 3300 from time to time. When time comes I plan on a new latest gen engine. However, maybe someone bought one for a swap-out with their earlier generation 3300 and in that case, could be flying it relatively quickly. It only has 200 hours on it yet has problems. It sounds like an RC engine? Hopefully we'll get some reports soon!I haven't much to offer. Deletion of the external oil lines allowed for further increasing the cylinder head fin area which enhances cooling.With all the changes within Gen 2, looks like it should be sub-divided into Gen 2-A and Gen 2-B (or at least "early" and "late" Gen 2) so when discussing these engines, one is not comparing apples-and-oranges!Developed specifically for Zenith builders (by a builder) these videos on DVD are a great help in building your own kit plane by providing practical hands-on construction information.

Some can be upgraded. Jabiru engines keeps running until it runs out of fuel or oil.....magneto power. I HAD a gen 2 with 259 hrs when I sold my 750 Stol to the wind and had very minor problems, but it never let me down. Not nearly loud enough. I didn't feel it was any smoother than a 912S in an S-20 I flew months before, but they are much different airframes.I put a Sonex/AeroConversion "AeroInjector" carb on my 3rd Generation/"late hydraulic lifter" 3300 and had the same experience: my CHT/EGT's are much better balanced than with the Bing (saves a lot of weight, too!). It's well known that the early hydraulic lifter engines had some reliability problems that resolved with the later hydraulic lifter engine like I have. Still no cam rollers or larger case bolts. Does he have a special FAA waiver?Disregard. I had two oil leaks on a brand new engine which took a few hours to resolve. Photos below of cylinder heads and barrels being machined on our vertical machining centre and Gen 4 3300 engine components ready for assembly along with pictures of the first shiny new Generation 4 2200 and 3300 engines. I guess mine is "3rd Generation" because it is a "late hydraulic lifter" engine with external oil lines deleted that allowed for more cylinder fin area for better cooling. Mine balanced to .03 ips!

He prefers the Sonex carb and replaced the Bing with one at installation.

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