Being a car guy, coming into aviation, I'm glad to see this. Big bore kits, forged internals, adding boost, and fuel injection over carburetion. Just a bit more expensive than a car though haha.
I would agree with you completely my friend! Most of the engine technology in GA aircraft is based on 40-50s technology, Lycoming and Continental seem to be seeing the light lately with more modern, lightweight and turbo engines... but in my opinion the real breakthroughs are happening in Experimental and Light Sport.
@Jerry Moody No numbers. Low numbers make it hard to manufacture for reasonable profit. These guys have been in production for 10 years by the time this video was out and they had sold 200 engines. That is about less than two a month. I don't see anyone getting rich off of that.
Not sure how ceramic coating prevents detonation, I think he meant to say manages thermal loads, but detonation cannot be prevented by a coating..... good info none the less.
What can they do for a Rotax 912iS engine? Can they put the turbocharger on a 912iS engine to improve power at high altitudes? Or only for other 912 engines?
That's right. Simple, direct drive 1940's technology for me all day long. That high revving 5000 rpm is not for me. I have tried to make myself like it, and just can't! #saynotogearboxes
I thought EDGE just offered a turbo kit for the 912 engine. I didn't know they modified the internals of the engine to boost the HP. I wonder if they would sell just the turbo kit.
I have just completed an install on my 912S, and after first start will say it's all good. EXCEPT, the weight....., no way do you lose 2 or 3 pounds, you gain 2 or 3. I was very careful in weighing all the removed equipment, and weighing the new, BUT the few extra pounds (dual fuel pumps and ECU, are all located back of the firewall, the pump assembly clear under the passenger seat of my RANS S-7S, on or very near the CG in other words. If anything, I lost 1 pound forward of the wall, so all in all I'd call the minor gain worth it, but it does bug me that they claim it weighs less.
I bet you can put one of these in a small hot rod, like a Fiat 500, Volkswagen Beetle, Karmann Ghia, Hillman Imp, or something like that. You’ll need to unbolt the gearbox on the front, make an adapter plate for the transmission (Volkswagen or Porsche), sort out a clutch, fan, bolt on a car flywheel, but it can be done.
Not really, its a common modification for many types of engines. The issue for mass production use is its several extra steps in production and for the cost offers little benefit for most buyers.
So they made a deal with rotax to build the engine like it should come already.. so we get the gimmick you have to pay double for what rotax should do stock..
I'm all about the UL. That's the one for me. Direct drive all day long. I Will not have a high revving motor with a gearbox. These new snowmobile engine installs, are the most hideous, ridiculous sounding motors I have ever heard. I don't care that they are light weight, or the power to weight ratio, I care about continual every day reliability!!!!!! Safety is #1 all day every day!!!!
@@aussiecat08 I know it, and over time they have proven to be a good engine, I just prefer a direct drive. I don't care for the high revving geared engines!
@@scotabot7826 Totally understand, I have never flown behind a Rotax either, only TCM and Lyc. from the O-200 to the IO-540/ TSIO-550 I had considered for a project years ago the Jab 3300. The UL is nice
Coolish but rather than an ocean of mods, why don't they just make their own superior engines... rotax has only been holding us back. Turbo for altitude and no carbs.
Good fucking lord I only paid 28 grand for the whole damned plane with a 100hp 912s rotax!!!! THIS IS MADNESS I TELL YA. You mite as well put a well built lycoming in it running at 1/2 the rpms at 14 to 18 grand!! A rotax as to run at 5000rpm in cruse flight and 5800rpms at take off. There is a point to pull the dammed plug guys!!
Serge Smith considering the new Rotax 915is is $38k this is actually quite a good deal! You are saving 10 grand, and it is lighter than the 915is! The Lycoming is a great engine but they are extremely heavy and are direct drive! These engines were designed to run at twice the RPM of the Lycoming to make them smaller, and more lightweight. Higher engine RPM running through a gearbox will allow a larger prop which produces more static thrust with less horsepower...
Serge Smith I would agree with you somewhat however this is now 2018 and engine technology has come a long way! If an engine is designed to run at higher RPM for long periods of time and is built for it... You will not have these stress issue’s. You do realize that the Predator drones use a Rotax 914 engine and have accumulated millions of trouble free hours... right? Now the one thing I will not argue is the price of these engines... overall I think all of the Rotax engines are way overpriced and that is because they are capitalizing on their marketshare! That being said this engine is probably giving you the best bang for your buck of any Rotax engine!
What whole plane did you buy with a factory new 912s for 28k, and where would you buy a new or overhauled equivalent Lycoming for $14k? I'm not denying some sticker shock, but I'm not sure you're comparing apples to apples.
This is simply not true. The mean piston speed is about the same between a Rotax and Lycosaur on account of the Rotax's much shorter stroke. It's true that the brake mean effective pressure is higher in the Rotax, but the TBOs are similar, so what makes you think these engines are stressed so much higher? You'll also burn much less oil than a typical Lycosaur, and substantially less gas. The most valid reason to stick with a Lycoming is that the engine designs have very long in-service histories, so the reliability data is very well quantified. But the fact that the Rotax turns faster is a silly reason to avoid it.
I am always wary of anyone who sells apparently good products, but cant make a video that has clear sound. Attention to detail, it may not seem important but if it's acceptable to them, then maybe other faults are acceptable.
Its great that a company can improve on the original and provide greater horsepower with less weight. Thanks for showing this.
Being a car guy, coming into aviation, I'm glad to see this. Big bore kits, forged internals, adding boost, and fuel injection over carburetion. Just a bit more expensive than a car though haha.
I would agree with you completely my friend! Most of the engine technology in GA aircraft is based on 40-50s technology, Lycoming and Continental seem to be seeing the light lately with more modern, lightweight and turbo engines... but in my opinion the real breakthroughs are happening in Experimental and Light Sport.
@Jerry Moody No numbers. Low numbers make it hard to manufacture for reasonable profit. These guys have been in production for 10 years by the time this video was out and they had sold 200 engines. That is about less than two a month. I don't see anyone getting rich off of that.
Try 10 x more expensive then a car for certified
I am building an Onex. I look forward to each week's idea. I also have the DVDs for the Onex which have been helpful.
These guys are very sharp. Maybe Rotex should consider incorporating much of what they do right at the factory!
Not sure how ceramic coating prevents detonation, I think he meant to say manages thermal loads, but detonation cannot be prevented by a coating..... good info none the less.
What can they do for a Rotax 912iS engine? Can they put the turbocharger on a 912iS engine to improve power at high altitudes? Or only for other 912 engines?
don't think i'd want a hopped up engine in my airplane. in fact, airplane engines are usually detuned to increase the safety and reliability factor.
That's right. Simple, direct drive 1940's technology for me all day long. That high revving 5000 rpm is not for me. I have tried to make myself like it, and just can't! #saynotogearboxes
I thought EDGE just offered a turbo kit for the 912 engine. I didn't know they modified the internals of the engine to boost the HP. I wonder if they would sell just the turbo kit.
The main thing you want from an AC engine is reliability.
I have just completed an install on my 912S, and after first start will say it's all good. EXCEPT, the weight....., no way do you lose 2 or 3 pounds, you gain 2 or 3. I was very careful in weighing all the removed equipment, and weighing the new, BUT the few extra pounds (dual fuel pumps and ECU, are all located back of the firewall, the pump assembly clear under the passenger seat of my RANS S-7S, on or very near the CG in other words. If anything, I lost 1 pound forward of the wall, so all in all I'd call the minor gain worth it, but it does bug me that they claim it weighs less.
thanks for the info. hows it working out on your airplane?
@@wasatchm Very well, almost 50 hours of flight later.
thanks for making this video a lot of my questions were answered I may visit bad ass motorsports this summer when I am in Calgary Canada
I bet you can put one of these in a small hot rod, like a Fiat 500, Volkswagen Beetle, Karmann Ghia, Hillman Imp, or something like that. You’ll need to unbolt the gearbox on the front, make an adapter plate for the transmission (Volkswagen or Porsche), sort out a clutch, fan, bolt on a car flywheel, but it can be done.
Beautiful tech! (also, you remind me of Neelix)
I'm astounded. Champhered throttle plate obviates that clunky draggy shaft thingy. Briliant simple idea. It's worth millions. Is anybody else doing it? Why didn't I think of it?
Hi, this shaftless technology is patented :) Thomas, EP
Not really, its a common modification for many types of engines. The issue for mass production use is its several extra steps in production and for the cost offers little benefit for most buyers.
What fuel can one use in your modified Rotax 912? Is 95 UL ok?
Hi Tim. It depends on how we build the engines. They can run MOGAS 95-Oct if built accordingly.
7 DusK what?
link to buy the kit ?
That is amazing.
Looks good but their website refuses to connect.
Paul Dutton webshop.edgeperformance.no/index.php
Maybe have a crankshaft custom made ..........stroked and stronger perhaps..
So they made a deal with rotax to build the engine like it should come already.. so we get the gimmick you have to pay double for what rotax should do stock..
Let us know when someone installs your performance mods on an LSA in the USA.
LOUIS Mancuso facebook.com/edgeperformance.no/posts/1685526601504824
@@Mustdo87 He said USA the link you posted is a Canadian customer
Their Yamaha engine is going to be great.
Hal Stockman sells a big bore kit for a lot less money, and he is American!
I think the best way to get more power is unbolt it and toss it away and get a titan or a UL fuel injected and enjoy flying more.
I'm all about the UL. That's the one for me. Direct drive all day long. I Will not have a high revving motor with a gearbox. These new snowmobile engine installs, are the most hideous, ridiculous sounding motors I have ever heard. I don't care that they are light weight, or the power to weight ratio, I care about continual every day reliability!!!!!! Safety is #1 all day every day!!!!
@@scotabot7826 Believe the Rotax engines have a 2000hr TBO, so same as what a Lycoming,TCM, UL etc would offer
@@aussiecat08 I know it, and over time they have proven to be a good engine, I just prefer a direct drive. I don't care for the high revving geared engines!
@@scotabot7826 Totally understand, I have never flown behind a Rotax either, only TCM and Lyc. from the O-200 to the IO-540/ TSIO-550
I had considered for a project years ago the Jab 3300. The UL is nice
Too bad Rotax does not make a direct drive motor.
Coolish but rather than an ocean of mods, why don't they just make their own superior engines... rotax has only been holding us back.
Turbo for altitude and no carbs.
The candle that burns twice as bright, burns half as long.
That's depends on how you get the extra power.
Good fucking lord I only paid 28 grand for the whole damned plane with a 100hp 912s rotax!!!! THIS IS MADNESS I TELL YA. You mite as well put a well built lycoming in it running at 1/2 the rpms at 14 to 18 grand!! A rotax as to run at 5000rpm in cruse flight and 5800rpms at take off. There is a point to pull the dammed plug guys!!
Serge Smith considering the new Rotax 915is is $38k this is actually quite a good deal! You are saving 10 grand, and it is lighter than the 915is! The Lycoming is a great engine but they are extremely heavy and are direct drive! These engines were designed to run at twice the RPM of the Lycoming to make them smaller, and more lightweight. Higher engine RPM running through a gearbox will allow a larger prop which produces more static thrust with less horsepower...
Not biting on it, way to much money for this engine period!! higher the RPM'S the more the stress period!!!
Serge Smith I would agree with you somewhat however this is now 2018 and engine technology has come a long way! If an engine is designed to run at higher RPM for long periods of time and is built for it... You will not have these stress issue’s. You do realize that the Predator drones use a Rotax 914 engine and have accumulated millions of trouble free hours... right? Now the one thing I will not argue is the price of these engines... overall I think all of the Rotax engines are way overpriced and that is because they are capitalizing on their marketshare! That being said this engine is probably giving you the best bang for your buck of any Rotax engine!
What whole plane did you buy with a factory new 912s for 28k, and where would you buy a new or overhauled equivalent Lycoming for $14k? I'm not denying some sticker shock, but I'm not sure you're comparing apples to apples.
This is simply not true. The mean piston speed is about the same between a Rotax and Lycosaur on account of the Rotax's much shorter stroke. It's true that the brake mean effective pressure is higher in the Rotax, but the TBOs are similar, so what makes you think these engines are stressed so much higher? You'll also burn much less oil than a typical Lycosaur, and substantially less gas. The most valid reason to stick with a Lycoming is that the engine designs have very long in-service histories, so the reliability data is very well quantified. But the fact that the Rotax turns faster is a silly reason to avoid it.
I am always wary of anyone who sells apparently good products, but cant make a video that has clear sound. Attention to detail, it may not seem important but if it's acceptable to them, then maybe other faults are acceptable.
ruclips.net/user/impultion
m.facebook.com/edgeperformance.no/
Your aware the mod company never made this video ... Its the bald guy that interviewed them at Air Venture .. how could you possibly not know this !!!
Merely ignorance.
Anyone who starts messing around like this with an aircraft power plant needs a head examination