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

thanks for the info. hows it working out on your airplane?

@@wasatchm Very well, almost 50 hours of flight later.

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.

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.

Hi Tim. It depends on how we build the engines. They can run MOGAS 95-Oct if built accordingly.

7 DusK what?

Paul Dutton webshop.edgeperformance.no/index.php

LOUIS Mancuso facebook.com/edgeperformance.no/posts/1685526601504824

@@Mustdo87 He said USA the link you posted is a Canadian customer

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

That's depends on how you get the extra power.

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.

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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.