Edge Performance - LET’S TALK FUEL NUMBERS

[@adrianzbaeren]

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]

Thank you 😊

[@boydw1]

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.

[@chippyjohn1]

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

[@EdgePerformanceNorway]

Thanks. We focus on rotax based engines only.

[@lucasporte4067]

Make a series of dyno videos!!

[@tomg6284]

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.

[@johnolsen7073]

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.

[@sugershakify]

How fast do you want to spend ?

[@PistonAvatarGuy]

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]

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]

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

[@chippyjohn1]

​@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]

@@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]

@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

[@1magnit]

What about the egt?

[@EdgePerformanceNorway]

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

[@1magnit]

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

[@manuinsinger]

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]

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

[@manuinsinger]

🙃

[@jirikristek6530]

No EGT values?

[@EdgePerformanceNorway]

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