EdgePerformance As Thomas Hauklien

Пікірлер

@chippyjohn1 10 күн бұрын

Is that metric or non standard HP?

@EdgePerformanceNorway 10 күн бұрын

It’s corrected HP 😊

@BrotheuZ 13 күн бұрын

😎

@boydw1 13 күн бұрын

Nice! What are the differences between the EP917TI & EP918Ti?

@EdgePerformanceNorway 13 күн бұрын

Slightly more power, higher max continuous power, even more fuel efficient, but most importantly 2000hr TBO.

@boydw1 12 күн бұрын

@@EdgePerformanceNorway I mean, is this just tuning refinement, or is there a different turbo, larger bore (physical changes)?

@b_dvo 11 күн бұрын

@@EdgePerformanceNorway I assume this is now based on the 916is platform given the TBO difference? VERY impressive stuff guys!

@adrianzbaeren 13 күн бұрын

Amazing how much power you guys get out of this little displacement! I guess the mixture is getting quite rich with this power setting.

@EdgePerformanceNorway 13 күн бұрын

It’s right where it need to be

@chippyjohn1 10 күн бұрын

It's not a small engine for the power output.

@1magnit 23 күн бұрын

What about the egt?

@EdgePerformanceNorway 23 күн бұрын

What about it? It’s running via the ECU, and not externally to the dyno

@1magnit 23 күн бұрын

@@EdgePerformanceNorway When you lean out the AFR, the EGT goes up but you're not showing it. Max egt is at lambda 1.

@johnolsen7073 Ай бұрын

Fuel range and fuel endurance are two separate things, endurance is time. Range is distance. If the pilot has a tail wind, then going to endurance power settings may be a practical choice to enhance fuel economy an/or range. Holding at an airport for weather is another. Theoretically, range power settings give the pilot more miles flown, don't forget wind effects and how much drag bug impacts, or a dirty wing, have on range? Please be conservative with "bingo fuel" calculations. Use of these two is up to the pilot and the purpose of the intended operation. As I understand it, operating an engine too lean, (piston powered aircraft) it is possible to cause damage to an engine. Accurate in flight fuel burn is a great tool. But, do not let the info lead you into making a poor decision. To the minute accuracy, UNLESS you know the exact amount of fuel you have, has the potential to lead a person astray. Having a sphincter tightening moment means, you made a poor decision. I knew a pilot once that ran critically low on fuel, his nick name was "fumes" after that. Good video thanks.

@tomg6284 Ай бұрын

In aviation we get max HP by going to peak EGT then fatten the mixture. Just rich of peak EGT. EGT is very important and useful.

@chippyjohn1 Ай бұрын

Its nice that you actually show your engines running, much respect to you. Any thoughts on running a GR Yaris engine?

@EdgePerformanceNorway Ай бұрын

Thanks. We focus on rotax based engines only.

@lucasporte4067 Ай бұрын

Make a series of dyno videos!!

@PistonAvatarGuy Ай бұрын

What happens if you lean even further, but also set MAP to obtain the desired cruise power output? Isn't LOP operation typically 16:1, or greater? Edit: Also, isn't 5,000 rpm a somewhat low cruise rpm for these engines?

@chippyjohn1 Ай бұрын

If max continuous rpm is 5500, 5000 is not that low considering it is on a dyno making Max power at that rpm. On an aircraft at 5000 it would be outputting less power I imagine

@PistonAvatarGuy Ай бұрын

@@chippyjohn1 My concern is BSFC. The engine might actually be more efficient at a higher rpm.

@chippyjohn1 Ай бұрын

@PistonAvatarGuy Maybe. Test is carried out at sea lea level basically with high IAT and manifold pressure. At higher altitude with colder air although lower density you would be able to lean further

@PistonAvatarGuy Ай бұрын

@@chippyjohn1 BSFC varies significantly over the rpm range of the engine as well, it may be more efficient at every mixture setting shown in the video at higher rpm.

@chippyjohn1 Ай бұрын

@PistonAvatarGuy I know. Just realised this is their turbo engine, yet they test it without boost. 280g/kWh does seem high. I have noticed the rotaxes seem to run in this area. It does have low compression for it to be running NA, I calculate VE is only around 91% at 5000rpm

@adrianzbaeren Ай бұрын

I could watch engine Dyno videos for hours! Love your engine Nerd contend! If I will ever buy an aircraft I will buy an Edge Performance engine for sure! Thank you for pushing combustion technology and general aviation with your great work! Greetings from Switzerland!

@EdgePerformanceNorway Ай бұрын

Thank you 😊

@jirikristek6530 Ай бұрын

No EGT values?

@EdgePerformanceNorway Ай бұрын

Of course. All fed into the ECU where it’s corrected in closed loop and logged

@manuinsinger Ай бұрын

So, what about the 'ideal' ~14,6? And what do you aim for when programming? Does it also depend on => change with rpm and especially load!?

@EdgePerformanceNorway Ай бұрын

The secret sauce we don’t share. This is part of our R&D and experiences over 18 years 😊

@manuinsinger Ай бұрын

🙃

@boydw1 Ай бұрын

It would be interesting to compare the 15:1 fuel consumption, vs the 14:1 consumption when manifold pressure is reduced to give the same power output as the 15:1 setting.

@percussion44 2 ай бұрын

MTBF 50 hours

@gabrielalejandroanguloagui4055 2 ай бұрын

I have a question. I'm designing a test bench for that engine. How many hours or time can this engine be tested, and can you share any links for designing a test bench for this engine?

@wallywally8282 3 ай бұрын

Crazy power from a 1.2+ Litre engine!

@EdgePerformanceNorway 3 ай бұрын

1352cc 😉 But still

@Blodsukkerskolen 3 ай бұрын

Behagelig lyd. Gleder meg til å se vidunderet i levende live i sommer.

@ianteuscher9467 3 ай бұрын

Is something like that somehow lsa legal? Sorry if its a stupid question (not into fliing jet😂)

@willwagner7222 3 ай бұрын

I wish I had one of those😢 ... awesome

@alexanderklenk2195 3 ай бұрын

Nice video! I work on the control systems for the Rotax ECUs. Neat seeing the work you guys are doing in comparison. How do you believe your ECU redundancy and robustness to failures compares?

@EdgePerformanceNorway 3 ай бұрын

Hi. We have dual ECU setups with even more redundancy than the RC units. We also have duel coolant temp sensors, dual hall TPS sensors and dual individual ignition amplifiers.

@TheRealChetManley 3 ай бұрын

Wow you guys need to offer this. Makes power so low compared to Rotax. I would be interested for sure and I think many others would too. For those that don’t want to deal with the reduction drive and high revving Rotax. This thing makes power right off idle.

@manuinsinger 3 ай бұрын

Hi Thomas, Wondering why you chose an (additional?) oil cooler in the form of the Laminova C43-182 (?) In my MCR01 (as you know) the oil cooler is right behind the water cooler and in the summer my water temps are fine but my oil temps get too high (up into the red). Looking at the Laminova I was wondering if this would better balance out the oil temps!?

@EdgePerformanceNorway 3 ай бұрын

Same deal on Shark. So I add heat exchanger in series with oil cooler to lower oil temp and raise coolant temp 😊

@manuinsinger 3 ай бұрын

@@EdgePerformanceNorway Exactly my thoughts/hope. Alternative (for me) would be a higher oil cooler, where I could ‘block off’ the extra height in the winter, but that would entail a whole new bottom cowling ánd cowling-vent! :-( Moreover, I suppose the Laminova helps getting the oil temp slightly more quickly warm at start up…

@DS-vy5ph 4 ай бұрын

Looks and sounds awesome! What switches are those that youre using?

@EdgePerformanceNorway 4 ай бұрын

ETA 1110

@andersemanuel 4 ай бұрын

Grattis!. Vad tyst och jämnt den gick 👌Läckert.

@feng52 4 ай бұрын

Excited！！

@frednorthup1657 4 ай бұрын

Runs sweet!

@user-ib2cs4nv4p 4 ай бұрын

Awesome and verry pretty

@willjohnson3907 4 ай бұрын

Looks fast!

@DBGE001 4 ай бұрын

Is it possible to make this engine full fadec compliant with an electronic controlled waste-gate?

@EdgePerformanceNorway 4 ай бұрын

We stopped with the Yamaha engines unfortunately

@scottk9591 5 ай бұрын

I'm just amazed at all the engineering that went in to making this engine installation work. Quite impressive!

@EdgePerformanceNorway 5 ай бұрын

Thank you. It was indeed a big challenge, and perhaps only 70% of it was covered in this video.

@portnuefflyer 5 ай бұрын

My EFI kit, that I received about a month ago, for my "regular" 912S has none of these new features, interesting. Are these new features available just for a complete new engine buy?

@EdgePerformanceNorway 5 ай бұрын

Not available for anyone right now. It’s undergoing testing and validation.

@savagecub 5 ай бұрын

I’m gonna need a LOT more help than this video !

@barrycliborn5169 5 ай бұрын

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

@EdgePerformanceNorway 5 ай бұрын

On a 914 around 126-130HP

@barrycliborn5169 5 ай бұрын

Thank you

@The806Traveler 6 ай бұрын

So is the 165 HP continuous?

@eugeneoreilly9356 6 ай бұрын

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

@wallywally8282 6 ай бұрын

Getting complex these days!

@EdgePerformanceNorway 6 ай бұрын

Not really, old technology in the automotive world. But fairly new in aviation. Less pilot work load and increased efficiency.

@SEALwannabe100 6 ай бұрын

What Prop type are yall using for this CS Prop demonstration? MT? Airmaster?

@EdgePerformanceNorway 6 ай бұрын

Yes either would work fine. Or DUC Tiger 4-5 blade

@SEALwannabe100 6 ай бұрын

What RPM gives 180hp? 2700?@@EdgePerformanceNorway

@Captndarty 3 ай бұрын

@@SEALwannabe1005800…

@divyajnana 6 ай бұрын

Sanno job! Beautiful work!

@daivietnguyen7289 6 ай бұрын

Just wandering if the new 917Ti with 180 horsepower would fit in the Shark ??? To see that the 917Ti engine is the exact dimension with the 915 and 916, but the current engine in the Shark is the 914Ti, as if I could have the cake and eat it too, the 917Ti with 180 horsepower would make the Shark into a flying rocket indeed !!! Just get a little greedy on Christmas of course !!! :)))

@EdgePerformanceNorway 6 ай бұрын

It would not due to the 915 being approximately 2” longer and too heavy CG wise. We’ve installed the EP912STi Gen2 in our new Shark which enables it to fly past Vne, so more power is really not needed.

@zonealgo 6 ай бұрын

I would love this engine in a KFA Safari XL build I am thinking about starting in early 2024! I'm looking for 160 Hp to 180 Hp with turbo and lighter installed engine weight that other options.

@tinolino58 6 ай бұрын

I love the red hot glowing exhaust pipes. Very concerning design feature.

@tinolino58 6 ай бұрын

Interesting to see these red glowing exhaust pipes winding through the installation. What a nightmare!

@oldschoolmotorsickle 6 ай бұрын

I take it that this is an EU-certified Light Sport design? A beautiful aircraft and I bet it’s fast! 180kts?

@EdgePerformanceNorway 6 ай бұрын

Correct. It’s an ultralight, but I built this one as a EAA Experimental. 200KTAS at 12-14.000’

@MaxMustermann-nd4uy 6 ай бұрын

The second one is the EP? That seems to burn 15 to 20% more fuel per kWh than the first one.

@MaxMustermann-nd4uy 6 ай бұрын

What is the difference between this one and your EP917Ti? And can you run those engines in an Atkinson cycle to further improve the efficiency (at the expense of HP, but then, most ultralight airframes don't really take that much advantage of the 155 HP anyway). 100 to 120 HP for takeoff, and then high efficieny between 55 and 70 HP for cruise at fl100.

@dieterlahme8604 6 ай бұрын

Wonderful Work. But an Installation Nightmare for your Fingers. Regards from Germany

@kilothreeaz 6 ай бұрын

Was FADEC a possibility with this engine/prop/fuel system?

@EdgePerformanceNorway 6 ай бұрын

Not on the Shark. Not enough space.

@mikeryan6277 6 ай бұрын

Passenger should not have BRS handle

@EdgePerformanceNorway 6 ай бұрын

Of course. What if I fly with my sons or wife and I get a heart attack?

@ulfbjrtomt7165 6 ай бұрын

Utrolig fin. Må komme å ta en titt på denne😊🛩️

Ең жақсы KZbin

Пікірлер