Rotax 914 Turbo on the dyno - EdgePerformance AS

Dyno testing a freshly overhauled Rotax 914 Turbo. Peak HP was 113-115HP throughout multiple dyno runs. This video demonstrates power at various throttle settings, and how manifold pressure tapers off with increasing intake air temp. A perfect example as to why you would want an intercooler for your turbo engine.

[@steffenengel4523]

Inlet Air Temperature in your dyno room setup is quite interesting. In my plane's installation I can observe the TCU data and first after installing the 914 I had around 92° C breathing with a NACA vent near the turbo inlet.
With a closed plenum to block air from under the cowling to get into the turbo, it droppped to 42°C even on hot days with outside temperature about 35° on the ground. This fits to the expected temperature increase by air compression.

[@dwaynemcallister7231]

If IAT is 42C then a intercooler seems less of a need would you agree? The video would seem likely to make 914 owners install a intercooler. I didn't think a stock 914 would have such high IAT...surprising.

[@foesfly3047]

Your dyno is impressively capable.
… As is your entire facility.

[@EdgePerformanceNorway]

Thank you 😊

[@eugeneoreilly9356]

You should use SI units like most of the world does.At least you got the EGT in correct units.

[@chippyjohn1]

I can't believe that any aircraft engine is still carburettor. The amount of fuel you save from running efi saves you more money. In 1000 hours I will save about 18K Euro, and that is with current fuel prices, they keep going up, so I will save more. Plus all the other benefits, it's a no brainer.

[@dwaynemcallister7231]

Carburetors don't need electric power and are simple, easy to fix when not close to civilization. I like them

[@chippyjohn1]

@@dwaynemcallister7231 what exactly would need fixing that could be fixed without any tools or parts?

[@dwaynemcallister7231]

For example, my father flew commercial charter flights from 1955 until 1996 in the Canadian arctic, he averaged of one engine stoppage per year in his career. Various causes, the fuel was kept in barrels sometimes moisture would be present forming ice in the filter's, or fine rust from the barrel, on one winter day his Cessna 180 had a engine failure between Norman Wells and Inuvik, temps -40, plane was on ski's he landed on a frozen lake, removed the cowl disassembled the carburetor something had vibrated loose inside, he put it back together and continued on his way. Over time in the real world things happen @@chippyjohn1

[@chrishenniker5944]

I can imagine some hot rodders unbolting the reduction gearbox, making adapter plates to bolt these things up to a Volkswagen, Porsche or Suzuki transmission and dropping them in Fiat 500s, Volkswagen Karmann Ghias, T-buckets, lakes modifieds or volksrods. With 100 BHP from only 1.2 litres, it’s good value for money as far as power per weight and size goes. Why aren’t they used more often in small hot rods?

[@barrycliborn5169]

What kind of results would you get if you installed EFI and turbo intercooler? Everything else stock.

[@EdgePerformanceNorway]

On a 914 around 126-130HP

[@barrycliborn5169]

Thank you

[@esau82]

What about just intercooler?

[@DanFrederiksen]

Rather than service overpriced Rotax, make your own engine. And rather than a piston engine, make a small turbofan jet engine. Guaranteed massive success.

[@Captndarty]

You keep popping up only the fall on deaf ears. Go away

[@DanFrederiksen]

@@Captndarty no can do, petty one

[@Captndarty]

@@DanFrederiksen your a lunatic tho. Same sob story about turbo fans on a light sport. No one wants to hear your nonsense.

[@eugeneoreilly9356]

Rotax,waaaaay overpriced.