So, you want to know what a Rotax 915 costs. It's not like buying a toaster. There's no single sticker price. If you're looking at a new, factory-built Rotax 915 iS or iSc, the engine core itself usually falls somewhere between $28,000 to $33,000 USD. But here's the kicker—that's just the start. By the time you factor in everything else—the gear you absolutely need, paying someone to install it—you're probably looking at $45,000 to $60,000, or maybe even more. That puts this engine firmly in "premium" territory for light sport and experimental planes. It's got 135 horsepower at takeoff and a fancy turbocharged, intercooled setup. You pay for that. Let's talk about the starting point. The base price for a brand-new Rotax 915 iS (that's the standard one) or the 915 iSc (the certified version) is what you'll find on the distributor's website. As of late 2024, think $28,000 to $33,000 USD from places like California Power Systems or Leading Edge Airfoils. And what do you actually get for that? The engine block, yeah, but also the integrated ECU, the fuel injection, the turbocharger, the intercooler. It's a pretty complete package. But it definitely doesn't come with an exhaust, a propeller, a radiator, an oil tank, or any of the mounting hardware. Those are all separate. Getting this engine actually bolted into a plane and ready to fly is where the real money goes. Here's a rough breakdown of the big-ticket items that push the final number way up: Add it all up for a complete, turn-key installation (just without the airframe itself, of course), and you should be budgeting somewhere between $42,000 and $58,000 USD. It adds up fast. Yeah, you can find them used. But it's not like the 912 market. The 915 is newer, more expensive, and there just aren't as many of them out there. A used 915 with low hours—under 200—will probably set you back $20,000 to $26,000 USD. Overhauled engines from a reputable shop? Those are rare, maybe $18,000 to $22,000 USD. If you go the used route, be smart. Check the logbook. Make sure all the service bulletins are done. And know if it was flown on a certified or experimental aircraft. That matters. This is a premium engine, no doubt. Here's how it stacks up against some other common choices: So yeah, it's a lot more than a 912. But you're getting 35% more horsepower, a turbo that actually works at altitude, and that fancy FADEC system. It kind of competes with lower-horsepower Lycomings and Continentals but is way lighter and sips fuel. Trade-offs. Okay, so when you drop that $28k-$33k on a new 915 iS, here's what's in the box: And what's not in the box? The propeller, exhaust, cooling system, oil system, engine mount, and any labor to install it. All sold separately. Fun, right? Yeah, you gotta think about the long game too. The 915 has a recommended TBO of 2,000 hours. An annual inspection might run you $500 to $1,500, depending on who does it and what they find. Here's the usual stuff you'll be paying for over time: These costs are kind of middle-of-the-road. Cheaper than a certified Lycoming, more than an auto conversion. Nope. Rotax has a dealer network. You have to go through authorized distributors like California Power Systems or Leading Edge Airfoils in the US, or various dealers in Europe and Australia. No direct-from-factory purchases from BRP-Rotax in Austria. The core engine price is pretty close. The certified version (915 iSc) might have a little extra cost for paperwork and certification, but the difference is usually under $1,000 USD. So not a huge deal. New engines come with a 2-year warranty from purchase date or 200 flight hours, whichever comes first. It covers manufacturing defects, not wear and tear or installation screw-ups. Some dealers offer extended warranties, but that's extra. It depends a lot on the plane and the shop. For something like a Zenair CH 750 or a Rans S-21, professional installation labor is probably $2,000 to $5,000 USD. You can save that by doing it yourself, but you need serious mechanical skills and Rotax-specific knowledge. It's not a weekend job. Honestly, it depends on what you're doing. If you fly high—above 10,000 feet—the turbo on the 915 is a total game-changer. It keeps the power up. Plus, that extra 35% horsepower gives you better climb and cruise. For puttering around below 5,000 feet, a 912 is usually plenty and way cheaper. The 915 is worth it if you're doing serious cross-country or operating from high-altitude airports. Otherwise, maybe not.How much is a Rotax 915
What is the base price of a new Rotax 915 iS engine?
What factors influence the total cost of a Rotax 915 installation?
Are there used or overhauled Rotax 915 engines available?
How does the Rotax 915 price compare to other engines?
What is included in the Rotax 915 price?
Are there ongoing maintenance costs for a Rotax 915?
Frequently Asked Questions (FAQ)
Can I buy a Rotax 915 directly from the factory?
Is the Rotax 915 price the same for experimental and certified aircraft?
What is the warranty on a new Rotax 915?
How much does it cost to install a Rotax 915 in a kit plane?
Is the Rotax 915 worth the extra cost over a Rotax 912?
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