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01-17-2018, 07:12 PM
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Join Date: Dec 2012
Location: Greenfield, IN
Posts: 341
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I0360 install
Is anyone considering mounting a I0360 on your RV 14?
I was told that a 360 could be increased to 200-210 HP I do not know the truth.
I know about 200 hp 360's but what would a 10HP decrease do to the performance. Is it worth considering?
Any thoughts
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01-17-2018, 07:30 PM
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Join Date: Aug 2011
Location: McMinville, OR (KMMV)
Posts: 244
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You can get 10:1 pistons for the IO-360. Is reported to add 12-15hp, it also shortens the TBO from 2000hrs to 1000hrs.
The RV-14 has an IO-360
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01-17-2018, 07:48 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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The issue isn't the HP but the LB's.
The parallel IO-360 is just too light. However, you can install an IO-360 angle valve in a -14.
Van's prototype -14 (taildragger) has this engine and is a bit faster than the IO-390 powered RV-14A.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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01-17-2018, 08:33 PM
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Join Date: Aug 2011
Location: McMinville, OR (KMMV)
Posts: 244
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Quote:
Originally Posted by RV8JD
Hmmm ... Up until very recently, I had an RV-8 with a parallel valve IO-360 that had 10:1 pistons installed by LyCon when the engine was brand new. That engine has 1940 Tach hours on it now and is still going strong. Never had a cylinder off or any other major work done to it.
Although TBO doesn't mean much for Experimental airplanes, can you provide a reference for your statement that "... it also shortens the TBO from 2000hrs to 1000hrs."?
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I'd have to refer you to Barrett Precision Engines. It was in some of the info I got from them when I was deciding on my engine. I opted for the 8.7:1, not for the difference in TBO, but for the desire to burn 91UL.
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01-18-2018, 05:27 AM
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Join Date: Jun 2005
Posts: 846
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engine
Maybe you could find a Angle valve that needs overhauling buy new cylinder kits and have the case machined for larger cylinders and have a 390 engine.Cylinders for the 390 are cheaper than angle 360.
Bob
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01-18-2018, 05:58 AM
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Join Date: Feb 2010
Location: Gardnerville Nv.
Posts: 2,828
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A stock Io 360 A1A is 200 HP. 10 HP is not that significant unless you are going to Reno, at altitude I loose a lot more than 10 HP, but she is still happy 
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7A Slider, EFII Angle 360, CS, SJ.
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01-18-2018, 07:51 AM
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Join Date: Sep 2006
Location: Powder Springs, GA
Posts: 116
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I can't see why you would
Van's numbers on their site are slightly skewed because they publish the numbers for the IO-360 on the -14 as instead of the -14A. Having the nose gear eliminated helps improve performance a bit, almost making up for the 10hp difference, making the IO-360 looks faster. It's not, it's the missing nosegear. Apples to Apples on the equivalent air frame, you climb faster and will be able to go faster with the IO-390. However I don't think that really the reason to choose the IO-390.
My RV-14A runs fantastic on the IO-390. My CHTs run between 300 - 315 (IO-390 has excellent cooling). Mid 300's on extended VY climbs. I loiter around at 55% - 150kts TAS burning 7.5 gph. The price of the IO-390 and Angle Valve IO-360 are about the same. The angle valve will run hotter (possibly less longevity) and not climb as well for very little savings in money. You can't go wrong with the IO-390 on the -14/A
__________________
Jared Solomon 
A&P, EAA Technical Counselor
Powder Springs, GA
2020 Dues Paid
RV-14A (N214WJ) - Flying since Sept 2017
RV-7A (N211WJ) Flying since 2009 (SOLD)
RV-7A (N132RD) bought flying 2014 (SOLD)
KPUJ (Silver Comet Field)
Youtube channel: http://www.youtube.com/jmsolomon2000
RV-14 Build Log: http://rv14.jaredsolomon.net
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01-18-2018, 08:53 AM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by Jared_Solomon
Van's numbers on their site are slightly skewed because they publish the numbers for the IO-360 on the -14 as instead of the -14A. Having the nose gear eliminated helps improve performance a bit, almost making up for the 10hp difference, making the IO-360 looks faster. It's not, it's the missing nosegear. Apples to Apples on the equivalent air frame, you climb faster and will be able to go faster with the IO-390. However I don't think that really the reason to choose the IO-390.
My RV-14A runs fantastic on the IO-390. My CHTs run between 300 - 315 (IO-390 has excellent cooling). Mid 300's on extended VY climbs. I loiter around at 55% - 150kts TAS burning 7.5 gph. The price of the IO-390 and Angle Valve IO-360 are about the same. The angle valve will run hotter (possibly less longevity) and not climb as well for very little savings in money. You can't go wrong with the IO-390 on the -14/A
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The IO-360 installed in the tail dragger prototype cools equally as well as the IO-390 in the trigear RV-14.
Your good cooling performance is for the most part related to the cooling system design than it is to it being an IO-390.
I do agree that the performance difference between the two engines will mostly show up in take-off and climb...... but differences are not very large between the different engines.
__________________
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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01-18-2018, 08:57 AM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by Davoakes@att.net
Is anyone considering mounting a I0360 on your RV 14?
I was told that a 360 could be increased to 200-210 HP I do not know the truth.
I know about 200 hp 360's but what would a 10HP decrease do to the performance. Is it worth considering?
Any thoughts
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There are two different Lyc IO-360's so it depends on which you are talking about......
As Bill already mentioned, the parallel valve IO-360 which is normally rated at 180 HP is quite a bit lighter than the angle valve engine the airplane was designed around, so it wont work.
The angle valve IO-360 (200 HP) or the IO-390 (210 HP) are what you need for an RV-14(A).
__________________
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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01-18-2018, 09:21 AM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Scott,
I know you don't usually deal in "what-if's", but can you indulge me this one time?
How much longer would the engine mount for the -14 need to be to put the CG where it would work for the parallel valve (I)O-360 and what would you expect the performance hit to be?
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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