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I'm not as brave as others and intend to conform to the prototype, but +$40K for an engine for a 2-seat experimental aircraft doesn't go down easy. I'm hoping that by the time I'm ready to purchase the engine Van's will have worked out a deal with Lycoming given the positive response to the RV-14 introduction.
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Quote:
You could always buy a used angle valve engine from a Mooney, Arrow, Seirra... The ECI engines are really nice, but when you look at all the facts such as compression ratios vs HP output and price then the Lycoming starts to look better. The R series cylinders may be the way to go if you go with a parallel valve engine and money is not an issue. |
UL520is
I am in the final hours of my phase 1 testing on a non RV aircraft. I have the UL Power UL390is (160hp) and I am so impressed with the it I will likely never install anything else in my future builds.
If you need a 200hp, full fuel injected, fadec, electronic ignition, 100 lighter than the io360, runs on mo-gas with up to 15% ethanol (if desired) then check it out. The UL Power team will work with you to design you FWF kit (mount). I know they are currently puting it on an RV 4 and will be flying it soon. |
Turbine RV-10 featured in Kitplanes this month
I was just reading up on the turbine engined RV-10 about an hour ago, then got an email from Kitplanes, indicating the plane was featured in their issue this month: http://www.kitplanes.com/issues/32_6...0_21268-1.html
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Aerosport Power IO-382 'Wildcat'
I noticed on Aerosport Power's post about the 382 that they listed it as being suitable for the -14 so I asked them about weight, since it's a parallel valve engine. Here's the response from Gerard Poitras (posted with his permission):
"You are correct that the IO-382 is a stroked parallel valve 360 engine. It basically uses a Superior 400 crank in a 360 roller cam engine but needs slightly larger cylinders than the normal parallel valve 360.I wonder where the W&B would come out on a -14 if you used an engine a bit lighter than the 390 and also a lighter composite prop. Hopefully Vans has designed it so that the 390/Hartzell combo puts you near the forward end of the CG range. Scott do you know? Thanks, |
Is there any way to get a look at the weight and balance data from Van's prototype 14? It would sure help out in our planning for our builds and answer some of these questions.
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Continental 6?
I wonder if the Continental IO-360 would be a good fit as an alternate engine with equivalent power. From my very cursory searches, it is a around 12 pounds lighter than the -390. At one point, the RV-10 was going to have an IO-360 option. I have no idea how much it costs to buy a core and overhaul one, but it might be worth looking into.
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6 cylinders, I'd presume:
- the size of the engine probably not quite right when compared to the 390 ... would it be longer? All that tubing on top could also be a problem ... might have fun fitting that cowl ... - that 6 cylinders cost a bunch more to overhaul. Pretty common engine in general ... could be an interesting avenue to investigate ... There's also the -AF for those worried about 100LL availability, though only 180 HP ... |
Oh, and not so good TBOs it seems, only 2 models have 2000 hours?
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I haven't seen specifics for the Continental -360, but I do know that IO-520s and such are a bit cheaper than the Lycoming counterparts.
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