This month, we've been testing the new Ozone Mojo Power glider... Ozone's latest EN-A beginner glider targeted toward paramotor pilots... Here's our full review video!
For years, paramotor pilots have fought each other over the concepts of what was more important... Light weight, or high power... Strength, or ease of use.
Finally though, there is a true balance... A machine that has enough raw power for the heaviest pilots (even easy tandems) yet weighs less than the best selling light weight unit on the market; the Miniplane Top 80... Even though it offers 120cc more power, a stronger carbon fiber / titanium cage, and a ridiculously comfortable harness.
The Nitro 200 is the culmination of years of effort... Based loosely on the popular (and dependable) 130cc series from Ventor / Air Conception, they've further lightened the piston, crank, and more. Allowing for less than a one pound increase in overall weight despite the 70cc jump in power and displacement.
Additionally, the Nitro offers a much lower compression rating which allows for better fuel consumption and a longer life before rebuilds. The common problems in new paramotor engines seem to have been well cared for... The exhaust has multiple _____ points to allow for more vibration reduction and less wear on the muffler. The silencer is carbon fiber which should allow for a much longer life and a weight savings over steel of almost a pound. The engine itself is dampened with some of the best rubber mounts we have seen in the business.
We went so far with our first test unit as to run it (purposefully) with an unbalanced prop for 10 hours... In an attempt to break anything that might commonly break. In this case though, we found that though the exhaust seals leaked a bit, nothing failed at all and after the prop was changed we have continued to run it for another 30+ hours without issue.
The Nitro 200 is still a brand new motor... It still needs to be proven by the world of paramotor pilots and the never ending assault that only time will tell. However we are quite convinced thus far. Since beginning to fly it each of us here at AviatorPPG have found ourselves gravitating away from our heavier units and choosing to fly our Nitros... Power, (lack of) weight, and comfort have all come together as one... We love it!
The upsides are all more than ample. We've discussed the power and weight. We've discussed the comfort of the harness, the fuel consumption, the experienced (and expected reliability). But...
...Let's take a moment then to discuss some of the somewhat negative things we discovered in our experience with the first prototypes we received.
As with all of our reviews, we want to be fully open with our affiliations... We ARE the importer for Air Conception for the Americas, but we are also dealers for other brands. We do our best to test the heck out of each new wing we can get our hands on, and we refuse to write a single review based upon less than complete data. Our general rule of thumb is to test a wing or motor for at least 10 hours in various conditions before making an assessment. In the case of the Nitro, here are our statistics:
Motor: Air Conception Nitro 200 Titanium
Type: Super Light Weight, High Power, Weight Shift Paramotor
Experience: 5 Units Imported to Test by Dealers (over 110 hours total time as of writing)
Conditions: No wind, high wind, tandems, small wings, large wings, etc.
Starting: From the first pull, the Nitro is a very easy motor to start. With the addition of a primer bulb (now available from the factory) we found cold starts to rarely take more than two pulls... In air restarts are very possible for most pilots. Stronger folk have taken to starting it with a single hand... The lower compression
Vibration: Because of it's super lightweight construction, the Nitro's inherent vibration is certainly a bit more felt than other, heavier brands... Yet after all of our testing (including 12 hours on one unit with an unbalanced propeller) we saw no evidence of vibration based breakage. The exhaust is generally the first place these light weight, high power machines damage and we are pleased to state that we've seen NO exhaust breakage as yet. Much of the felt vibration is minimized also by the included foam padding which is easily added to the Sup Air harness.
Power band: One of the finest things about the Nitro is the power band... Once you've broken the threshold from idle, everything becomes INCREDIBLY linear and allows for smooth control in all sorts of maneuvers. That said, if you are a light pilot, flying a large wing, you'll find that you rarely get INTO the power band and the approach to that linear curve is a bit abrupt. More on the ideal pilot later.
Sound: Probably the most unique part of the Nitro (aside from the idea of having a 42lb 200cc motor) is the sound... It RUMBLES. Reminiscient at idle of a single cylinder Harley or supermoto, the Nitro 200 sounds completely different than any other motor on the market. Mostly due to the lowered compression and expansive exhaust shape, the noise is not only DEEPER than most paramotors but also a good bit quieter than it's little brother the 130cc.
Flight Testing: Air Conception's frames offer some interesting advantages and a few that require a little set up.... Firstly, the weight shift on these units is pretty exceptional. Steep turns using nothing but body movement are easy and predictable. Additionally, due to the offset in the weight shift bars, torque is predictable and very manageable... Despite the high power and light weight normally associated with major torquing issues. That said, it IS important that pilots set the harness up properly for their weight and we encourage a power off 20-25 degree lean back to minimize any bucking or discomfort in the launch process.
Ideal Pilot: While it seems to be obvious that the Nitro opens the "light" world of paramotoring to a whole new range of heavier pilots I'd like to share with you what we feel are the two ideal pilot types for flying it.
Pilot A) Is a 225lb or heavier (up to about 400lbs if physically capable) pilot who is any where on the spectrum of experience. Flying a wing they're rated for. Tandems fall into this as well... Our heaviest tandem to date on the Nitro totaled over 470lbs under an Ozone Mag Max
Pilot B) Is a more experienced, but lighter pilot... Someone for whom power is necessary for the wing they fly. Our team pilots are mostly 160-200lbs and fly 16M-19M wings... For us, the Nitro opens a whole new world of maneuvering and climb... But if we were to fly "normal" size wings we'd find ourselves operating below the true power curve of the motor.
Once you've "seen the light" it is REALLY difficult to go back... While we like a lot of other brands out there, we find ourselves consistently choosing not to fly the heavier motors in our shop... Even our strongest and biggest team members find themselves drawn to the Air Conception... Particularly with the newfound power and fun of the Nitro.
If you're interested in trying one out, we'd be glad to have you... If you'd like to place an order for one, Click Here... Or Contact Us. We're currently selling them out at an average of 45 days wait but we're working hard to shorten the wait and to keep more in stock.
The Ozone Spyder is a peculiar glider... It is by it's nature an amalgam; a wing designed to launch easily... To offer EN-B intermediate passive safety.. To offer an incredible speed range... And to allow pilots to grow from their beginner level flying skills to pulse pounding wing tip drags and wing overs... All in one wing? All with safety and ease of launch as it's core fundamentals?
It seems that Ozone has finally found the balance point among all of these things... And sure, it's fantastic... But what will follow in this review is the good, the bad, and the things we hope they'll change for the next version.
As with all of our reviews, we must be fully open with our affiliations... We ARE Ozone dealers, but we are also dealers for many other brands. We do our best to test the heck out of each new wing we can get our hands on, and we refuse to write a single review based upon less than complete data. Our general rule of thumb is to test a wing or motor for at least 10 hours in various conditions before making an assessment. In the case of the Spyder, here are our statistics:
Wing(s): Ozone Spyder(s)
Type: Intermediate / Reflex / Ultra Light Weight Construction
Experience: Owned, 3 Spyders, Tested for 21.3 hours. 22M, 24M, 28M
Pilots: Travis Burns, Eric Farewell, Sebastian Van Heerden, James Farewell, Various Students
Conditions: ZERO wind to 17mph gusting 21mph, also some light thermalling and one tow flight.
Of course, performance is the first thing we have to talk about... The Spyder is based upon the Roadster 2... A proven design with quite a pedigree behind it. The major difference? The Spyder weighs MUCH less... Using Ozone's lightweight technology, they've been able to drop a lot of excess weight which makes the wing launch even EASIER in little to no wind. 1mph reverse launches are genuinely possible, it's nuts.
Inflation as stated above is easy as can be. It has a slight desire to hang for a moment at the 40 degree angle, but even if you release the A's at that point it CONTINUES to come over head. It's actually kind of interesting, we haven't seen such resilience of inflation in many other wings.
Turns on the Spyder begin tame and demure. Pulling up to 40% of brake instills confidence in intermediate students while pulling past the 60% mark shows this wing to be a powerhouse, easily capable of smooth rolls, wing overs, and other such maneuvers. The 24M seems to be exceptionally well balanced for pilots between 170lbs and 210lbs. It offers plenty of efficiency in intense maneuvers yet still builds energy well.
Collapse resistance offers yet another predictable outcome. The EN-B certification holds true and re-inflations are a breeze in every condition we have tested thus far. Thermalling in moderate conditions is easy and even in fairly rough stuff we have yet to see a major deflation from turbulent air.
Speed is the name of the game with a reflex wing. Going from EN-B certified trims in, to full reflex, full speedbar, offers an exceptional increase in speed... And while other wings like the Dudek Universal show a similar increase in speed, their efficiency drops a good bit more. The Ozone Sharknose ensures solid efficiency throughout the reflex profile and does a quite exceptional job of handling the needs of even the most demanding pilots.
Landing is one of our favorite things on the Spyder / Roadster... Put the trims out to the white line (clearly delineated) and wait to flare until you're lower than any non-reflex wing... The energy carried by the wing will make your flare smooth, and your touch down effortless. With a little practice, long foot drags will become the norm and easily help you move from an intermediate pilot to a more advanced one.
All in all, the Spyder is a joy to fly, just as the Roadster 2 was before it...But offering an even greater ease of use in low wind situations. Lightweight fabrics are definitely a solid part of the future of paramotor wings... Just as battons, reflex, and sharknose were before.
Ordering is available HERE... Or, for more information feel free to drop us a line any time.
We are here to serve,
-Eric, Travis, and the Aviator PPG team.
Training, Sales, Service