EDGE Performance Products

Overview of the products available for your aircraft projects from STOL Creek Aviation the USA dealer for EDGE Performance. Rotax 9 series fuel injection, big bore kits, turbo kits, secondary alternators, complete engines, 155hp-126-120hp.
www.stolcreek.com
www.edgeperformance.no
[e-mail]

[@robertwalsh5461]

A question about your monster rebuild of the Rotax 914 is as a fair dinkum replacement for Rotax’s 915 is... I have perused the videos of the South African boys (about to stall) and love what you at Edge Performance have been doing with a 914 core. I am wondering if your ‘Edge 914is monster build’ includes support for Full FADEC?

[@portnuefflyer]

What fuel burn difference is there between a carbed 912S (using a Hacman Leaner, as I do) and when the same engine is fitting with the FI system? I routinely get 3.2 to 3.5 GPH now, using the Hacman, at my average altitudes of 6 to 10 K.

[@CrossWindsPat]

Imagine the 300 HP in a blackshape prime...

[@glock79mex]

The 300 hp Yamaha engines looks great in STOL competition, but... What do you think about cross-country application?? (You know...3-4 hour 50-75% continuos power) for example, in an RV-10

[@stolcreekaviation5507]

We get this kind of question a lot, Yes it is great for competition but it is not a good replacement for a 300hp engine. It will make 300hp for take off power, but max continuous is only 160-170hp. Its best application is as a rotax replacement/upgrade, a little more power at about the same weight. The RV-10 would probably be a little to much plane for that engine.

[@caseyroman58]

Late to a past conversation, but regarding welding crankshft journals; how much welding is done, stress relieving, crank alignment, etc.? I come from a performance motorcycle background and I recall reading how welded cranks were breaking due to stresses imparted by the welding process. Once company went to a special anerobic adhesive to lock the crank alignment and no more crack issues. With all the Edge engines flying, it seems the welded crank is not an issue. Just curious as to how tbey got there.

[@stolcreekaviation5507]

Yes the crank will break with a deep hot weld. We have just been getting in and out quick with a light tack weld (not incorporating to much heat in the web) and the crank does fine.

[@johnnyboythepilot4098]

I'm really intrigued with the EPeX/Apex engine. I'm pondering the possibility of building a Wittman Tailwind W10 in the future someday and just looking at what engine would be best for it now and kind of planning ahead (even if this is a good couple of years out). I'm looking for something that is rather experimental (since certified parts are more expensive) and relatively inexpensive to own & operate with good & low-cost part support and I'm torn between the EPeX and the ULPower. Both are high horsepower and lightweight but have different approaches. 200HP is my limit since the Tailwind can break 200MPH on 160HP which means the EPeX 300 is waaay too overkill for this design. So a couple of questions I have for the EPeX would be: -What is a rough cost estimate of the EPeX 150 and 200Ti? -Can an EPeX package be "customized" such as turbocharged 180HP instead of 200HP or 150HP that is turbonormalized/turbocharged only at high altitudes? -What is the max *continuous* HP the EPeX can run when turbocharged and how long can it run past its limit (like after take-off)? -What is the weight for the 150 & 200Ti variants? Would greatly appreciate a response/answer to these questions!

[@stolcreekaviation5507]

I would love to talk with you and answer some questions. Shoot me an e-mail at [e-mail] or call me 316-435-3837.

[@johnnyboythepilot4098]

@@stolcreekaviation5507 Alright cool!

[@Stromzilla]

Regarding the Apex 1L Turbo, is the upper cylinder design open, semi-closed, or closed? It’s my understanding that an open design is least favorable with a boosted cylinder and will be more prone to a head gasket failure with excessive cylinder movement.

[@Stromzilla]

Can you elaborate on the upper cylinder support with the Apex 1L turbo? Since a boosted cylinder is most stressed at the top, if the cylinder is not supported properly with a boosted engine, the head gasket will be suspect to gasket failure. So is the upper deck open, semi-closed, or closed with respect to upper cylinder support?

[@jeffshultz1116]

I noticed the Sonex engine mount on the 915ECI engine. Can you provide that engine mount? If not Edge (or STOL Creek), who does provide the mount? Also, it looks like the mount in the photo attaches to a standard Rotax ring mount?

[@stolcreekaviation5507]

That was a one off mount that we do not produce. I am finding that there would be some interest in a ring mount for the Sonex. It does not seem like their bed mount setup for the Rotax is very good.

[@jeffshultz1116]

@@stolcreekaviation5507 Ring or bed mount, having a ready to bolt on mount for a Sonex would be super!

[@tonylam9548]

I think Edge should spend more time working on Yamaha engines and to get the cost down. The Rotax line you started with an already expensive engine add another $15,000 to it and ended up with just a few more HP than the 915 and a few pounds lighter. You did not do the industry any favors for all along, one of their biggest enemy is cost. Anything can be done if money is of no concern, the old say, what is engineering, to do something for $3 that any fool can do for $10.

[@johnbednarz1424]

How does the ep912 STI interface with a Garmin g3x? Same set up as rotax 915, harness wise?

[@stolcreekaviation5507]

No the EP912STi will connect like the 912uls. The Autronic is not currently supporting a can bus system.

[@drummerjv217]

Could the EP912STi be an alternative replacement for a 915is on a Sling TSi?

[@stolcreekaviation5507]

Yes it would. One thing to consider would be weight and balance with our engine coming in 35lbs lighter.

[@marlondelgadillo7444]

Would the EP912STi work with a airmaster prop controller on sling 2? Does the cowling need modifications on sling 2?

[@stolcreekaviation5507]

Yes the air master works good on the EP912STi. The main consideration on the sling is where to put an intercooler. Currently working with a builder installing one on a Sling 4.

[@marlondelgadillo7444]

@@stolcreekaviation5507 That is awesome! Videos with installation and modifications needed on different aircraft would be really nice. Thank you.

[@ajsolik10]

What's the running hp for the epex 200 and 300?

[@stolcreekaviation5507]

165hp continuous.

[@kenthigginbotham2754]

Is it possible or practical to put one in a Vans RV6 or RV 7?

[@stolcreekaviation5507]

The RV12 was designed for the Rotax. It would take some work to convert a 6 or 7.

@@stolcreekaviation5507 would the big one go well in a sling tsi?

[@stolcreekaviation5507]

@ Yes the 155hp EP912STi would be a great engine for the Sling TSI.