The eighth generation of the successful Eden series arrives as a two-and-a-half-liner, featuring Mac Para’s now signature winglets and the latest performance enhancements derived from its bigger brother, the Verve.
The eighth generation of the successful Eden series arrives as a two-and-a-half-liner, featuring Mac Para’s now signature winglets and the latest performance enhancements derived from its bigger brother, the Verve.
Test pilot: Franz Sailer
Photos: Adi Geisegger
Detail shots: Norbert Aprissnig
The Eden series is Mac Para’s longest-running and most successful line. At first glance, the Eden 8 clearly shows it’s not just a reworked Eden 7, but a completely new design. Its concept draws heavily on design features from the EN-C Verve and the high-performance Magus. These include: a new high-performance profile, roll-damping winglets on the tips, Nitinol rods in the leading edge, a reduced line plan (2.5-line layout), and the dimensionally stable RFE leading edge. The goal is clear: maximize performance while retaining the safety of a certified EN-B wing. In addition, the Eden 8 has been designed as a semi-light glider, making it equally attractive for ambitious XC pilots and hike-and-fly enthusiasts.
The fully redesigned canopy makes it obvious that the Eden 8 is a brand-new wing. While it still has 59 cells and a semi-light build like its predecessor, the similarities end there. In terms of concept, it has much more in common with the Verve. Like the Verve, the Eden 8 features increased arc, which reduces projected area by around 10% compared to the Eden 7. The aspect ratio has also been slightly reduced, from 6.06 to 5.93.
The wing tips are pulled downwards and seamlessly integrated into the canopy. This new tip shaping improves roll agility at speed, which is also why the Eden 8 is fitted with striking winglets.
“These small but effective components stabilize the canopy laterally and reduce yawing and rolling at higher speeds,” the manufacturer explains. “Our proven RFE system at the leading edge and mini ribs at the trailing edge further refine the aerodynamic purity and efficiency of the new profile,” adds Mac Para designer Peter Recek.
The redesigned tips and reinforced leading-edge intakes are also said to reduce induced drag. The Eden 8 uses Nitinol rods throughout. Their main advantage is that they don’t deform if the wing is packed carelessly, preventing problems with inflation. At only 0.6 mm, these wires are lighter than plastic rods of comparable stiffness and reduce pack volume. The rods are fitted with end caps to protect the fabric, and additional Mylar reinforcements work together with the Nitinol to maintain profile stability.
Each main rib is anchored by three or four attachments, sewn in and reinforced. Internal load bearing straps regulate sail tension, while carefully dimensioned cross-ports ensure consistent pressure equalization. Low-stretch tapes are sewn into both the leading and trailing edge, distributing loads evenly across the canopy. The distribution was calculated using dedicated software to maximize efficiency and stability. Together, these measures improve handling, providing precise feedback with reduced brake pressure, making the Eden 8 noticeably more intuitive to fly.
The canopy is made entirely from Porcher Skytex fabric. Heavier, more durable cloth is used at the nose, while lighter fabric is employed elsewhere to save weight. “The result is a wing that’s both light and durable,” says the manufacturer.
The Eden 8’s 2.5-line layout (three A, three B, and two C main lines) is supported by 106 attachment points. In the outer wing, only two levels (A and B) are used. A distinctive feature is that the stabilizer line is connected to the outer A main line, forming a so-called “Baby A” together with the outer A gallery. The lines are unsheated aramid/Kevlar Edelrid 8000/U in various diameters. Compared to the Eden 7’s thicker main lines, this reduces drag and weight. The lower loops are featured with sleeves and color-coded for clarity.
The risers are made of 12 mm aramid-polyester webbing, with a separate Baby A strap. Stainless-steel maillons are secured with rubber O-rings. The main brake line runs through a pulley to the handle and includes a swivel. Ronstan accelerator pulleys, B/C handles, and snap-in magnetic brake handles complete the high-quality riser set.
The Eden 8 is EN/LTF B certified and available in six sizes. Pilots can choose from three standard color schemes or fully customized designs.
The lines of the Eden 8 can sometimes get caught up, so for safety it’s worth taking the time to separate and sort them carefully before launch. The canopy itself doesn’t require any special preparation when laying it out.
A smooth pull on the inner A-lines is enough to bring the well-tensioned semi-light canopy up quickly. The Eden 8 rises cleanly without the annoying sticking points some wings suffer from. In zero wind it comes up straight and stable; only in crosswinds can it drift slightly off course. If you pull too hard or too fast, the wing can overshoot a little and needs a touch of brake to settle. Overall: a reliable forward launcher.
Again, it’s best to use only the inner A-risers to bring the wing up. Even in nil wind the canopy inflates easily and climbs steadily to overhead. As with the forward launch, a heavy-handed pull can cause a slight overshoot, but it is easily caught. In summary: no surprises, and very much what you’d expect from a modern EN-B in this class.
In gusty conditions of 15 km/h and more, the Eden 8 demands a bit more attention. Like its bigger brother, the Verve, it can feel a little lively on the ground. Gusts tend to make the canopy yaw around its vertical axis as it comes up. If you don’t correct quickly, the wing can flip in stronger winds. The brake handles or riser loops can also snag in the lines and may need freeing. Ground handling via the C-risers isn’t very effective, since the outer wing is fully tensioned through the A and B levels. Pulling on the Cs has little effect on yaw control, so you need to use the brakes. In strong winds the Eden 8 therefore requires good groundhandling skills and some experience.
The first test flights took place in strong updrafts of up to 20 km/h, in rough, thermic air with storms forecast for the afternoon – in other words, “meaningful” conditions. Launching from Hochficht (1,300 m, Sumava), the first turns with the Eden 8 immediately reminded me of the Verve, which I had tested extensively.
Brake travel is about 13 cm before the wing responds, which is normal to slightly long for a B-class glider. The full range is also on the longer side. To reach a full stall you need to half-wrap the brakes and pull them deep – it’s not possible to force the wing into a stall without wrapping (with average arm length). In the working range of 10–20 cm, brake pressure stays pleasantly light at 1.7 to 2.6 kg, only building significantly close to stall.
At trim, the Eden 8 cruises at a lively 39–40 km/h (fully loaded), with strong forward drive – performance you’d normally expect from a C-wing. Here, the family resemblance to the Verve is obvious, especially in glide.
In turns, the Eden 8 is slightly more agile than its predecessor. It can be steered tightly with minimal brake input. Control precision is excellent, and the glider reacts without delay – not something to take for granted in the EN-B category. Like the Verve, the canopy feels like a single, solid block in the air. Even in rough conditions it stays well tensioned and resistant to being thrown off balance. Most air movements are transmitted through the risers rather than the brakes. The brakes themselves provide limited feedback, mainly alerting the pilot when the outer wing is starting to unload. This means that in weak thermals the Eden 8 can feel a little “quiet,” and pilots will often need to rely more on instinct and vario beeps than on brake feel.
In normal, well-formed thermals the Eden 8 is relaxed and easy to handle, climbing smoothly and turning without effort. Roll damping feels spot-on: the wing doesn’t need to be forced into a bank with heavy brake or weightshift – it responds willingly even to light inputs. At the same time, the roll response isn’t excessive. If you crank too hard into a turn, the wing shows a welcome tendency to level itself rather than “digging in.” Leave the Eden 8 at its preferred bank angle and it will circle steadily, with the outside brake completely free – almost like “auto-centering mode.”
Pitch damping is also well tuned. Only occasionally, for example when dropping out of a strong core, does the canopy need to be checked. The wing stays fairly neutral when entering lift, sometimes pulling a little forward into the thermal – a nicely balanced reaction for a high-end EN-B.
In stronger, wind-torn thermals the Eden 8 shows its power. It can rock more dynamically, surge forward when exiting lift, or occasionally drop an ear if the pilot doesn’t intervene. The tight, well-pressurised canopy also tends to pass gusts through quite directly. In other words, in turbulent conditions this agile wing needs to be flown actively – just as you’d expect from the top of the EN-B class.
Climb performance is excellent across the board. The Eden 8 converts rising air into altitude efficiently, whether in weak or strong lift. Even at the high end of the weight range (100 kg on the test size 26 M), it showed no disadvantage in weak thermals. This contrasts with the EN-C Verve, which prefers to be flown below max weight. For the size 26, the sweet spot seems to be around 96–97 kg, where the wing offers both precise handling in rough air and above-average climb in light lift.
With its new profile, designer Peter Recek has already pushed glide performance to another level on the Verve. On the Eden 8 you can feel that same DNA: the glide is outstanding for a B-wing, giving the impression of flying a C-class. Comparative flights against current high-Bs and low-Cs confirm that the Eden 8 sits at the very top of the B category for glide.
The speedbar requires average effort, with slightly longer-than-usual travel – around 46 cm to full speed. For XC pilots this means the wing can cruise comfortably at 54–55 km/h (top speed) for extended periods, provided the accelerator is well set up.
In accelerated flight the Eden 8 stands out for its stability and pitch damping. The relatively high-mounted winglets act like a keel, adding noticeable stability. Glide at bar is excellent, fully competitive with low-C wings. Pitch control via the B/C bridge is effective and requires moderate effort. Roll and yaw control through the bridge, however, is less direct, since the outer wing is tensioned only via the A and B levels – so inputs through the B/C bridge have limited authority here.
With brakes released, the Eden 8 shows plenty of energy and strong forward penetration. Maneuvers can be flown dynamically, yet the wing remains resistant to collapses. It’s a serious XC machine that still has a fun side.
In rough thermals, only a few harmless tip tucks occurred. In accelerated flight the canopy remained impressively solid. Induced 50% side collapses at trim caused the wing to turn 90–180° if left unchecked. With bar applied, the reactions became more dynamic, the collapsed side snapping back abruptly – though controllable with brake support. After accelerated side collapses, the wing’s turning and overshooting were easily managed with pilot input.
Accelerated frontals were exemplary: no rosette tendency, fast symmetrical openings, and only the normal, class-typical forward surge. At no point did the Eden 8 show any tendency to stall in either side or front collapse scenarios.
The Eden 8 drops into a steep spiral within two turns, quickly building a high bank and reaching sink rates of around –10 m/s. The rotation is easy to control. When exiting, the wing straightens itself, even if it takes a while to turn. If not checked with the outer brake, the fast canopy can surge dynamically on recovery, requiring a strong stop and resulting in some overshoot.
Big ears work very well using the Baby-A riser. The tips can be pulled in comfortably with moderate effort and held with little strain. A few cells may flutter, but the wing shows no tendency to bounce or roll. Reopening is automatic, with only a slight delay in the outer cells.
The B-stall takes significant effort to initiate and maintain, requiring real muscle power to hold. Once in, the wing stays stable on its axis and descends at a useful sink rate. Straightforward in execution – just physically demanding.
The Eden 8 is clearly a high-performance contender in today’s EN-B class. In thermals it is one of the best climbers in its category – something flatland pilots will especially appreciate when scratching in weak lift. The wing is playful in thermals yet solid in turbulence.
On glide, particularly accelerated, the Eden 8 sits right at the top of the B class. It combines excellent glide with impressive pitch damping and high canopy stability. However, in challenging conditions it demands an active, experienced pilot who can handle its speed and energy, and react promptly to major disturbances. Thanks to its semi-light construction, the Eden 8 is also well suited to hike & fly, though the slightly larger pack volume should be kept in mind. Performance-oriented XC pilots will love it: the wing climbs eagerly, glides strongly, and has the potential to leave more than a few C-class wings behind – all with a smile on the pilot’s face.
An EN-B that sets an exceptionally high bar for both climb and glide. But in rough conditions, it needs to be flown actively.
What we liked: Everything!
What’s different: A completely new design compared to its predecessor
What we miss: –