- The Fraunhofer IISB engine develops 1,000 horsepower for a weight of 94 kg
- Power density reaches 8 kW per kg, surpassing typical EV motors
- A single motor is three Tesla Plaid motors for total power
A new electric motor developed by the Fraunhofer Institute for Integrated Systems and Device Technology develops 1,000 horsepower from a unit the size of a 12.5 kg gas cylinder and weighing just 94 kg.
The motor achieves a power density of 8 kW per kilogram, which exceeds typical EV motors which range between 2 and 4 kW per kilogram.
Even advanced aviation engines typically achieve 5 to 6 kW per kilogram, making this device a substantial leap forward.
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How hairpin windings and oil cooling deliver 1,000 hp from a 94 kg package
The motor uses 4 x 3-phase hairpin windings instead of conventional copper wire, allowing more copper to be packed into the same space.
This configuration produces higher current and more power while providing better cooling and mechanical strength.
Direct oil spray cooling removes heat faster than traditional air cooling, allowing for higher efficiency without overheating.
The combination of these techniques allows the engine to remain compact, which is essential for aeronautical applications where space and weight are limited.
For context, the Tesla Model S Plaid uses three motors to achieve around 1,020 horsepower, while this single motor achieves almost the same power on its own.
Another major innovation is the use of NO15 steel, which is only 0.15 millimeters thick, about half the thickness used in most electric motors, and thinner steel produces fewer eddy currents.
Less eddy current means less heat and greater efficiency, especially at higher speeds. The new motor can run at around 21,000 rpm.
It is also built with four independent sections, each with its own winding, inverter and control system. So if one section fails, the other three continue to function, which is essential for the safety of the aircraft.
This engine was developed as part of Project AMBER, a European Union clean aviation program targeting hydrogen fuel cell hybrid electric propulsion for regional aircraft.
The project aims to reduce aviation carbon dioxide emissions by at least 30% compared to 2020 regional aircraft.
Avio Aero’s advanced Catalyst turboprop joins the engine, and GE Aerospace also participates in the consortium.
However, Fraunhofer IISB fully developed the engine from concept to validation in accordance with aerospace standards.
A 94 kg engine developing 1,000 horsepower is objectively impressive, but the gap between a laboratory-validated prototype and certified aeronautical equipment remains considerable.
The timeline for the AMBER project is also ambitious, but it remains to be proven that hydrogen fuel cells can provide reliable power for regional roads.
Yet for an industry that measures progress over decades, this engine represents a true technical feat.
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