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04-25-2012, 09:26 PM
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Join Date: May 2008
Location: Logandale NV
Posts: 45
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Ready for the IO360 Question:180 or 200?
I am ready for the Engine choice and there are a lot of opinions. They questions I need to understand is if I use the 200hp IO 360:
1. Will I be inclined to have cooling problems
2. Will the cowl fit or is there major modifications
(leading to cooling problems)
The extra speed and climb performance is alway's nice  but airplane book numbers have alway's been questionable in my opinion  . Since I have never owned an RV before and have only flown one twice I can't say I know what the truth is here. I live in the desert and will be using this airplane to break up my commute with my 310 between Nevada and California. I have 4000 ft of paved runway so the extra HP may just be a bragging rights or a resale issue for me. The numbers show great performance with the 180 so I am not sure if I need that extra HP. I will be saving fuel costs over using the 310 so a little extra fuel is no big deal. By the way I am 6ft 2 inches and 220 lbs if that adds to the equation. Anyones opinion would be helpful here. Thanks 
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RV7A
310I
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04-25-2012, 09:43 PM
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Join Date: Sep 2007
Location: WA
Posts: 988
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your choice ;)
Quote:
Originally Posted by N23J
I am ready for the Engine choice and there are a lot of opinions. They questions I need to understand is if I use the 200hp IO 360:
1. Will I be inclined to have cooling problems
2. Will the cowl fit or is there major modifications
(leading to cooling problems)
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1 - The angle valve engine might actually be easier to cool since it has oil squirts on the cylinders... you get a bit of extra heat in the oil but that is much easier to deal with than hot cylinder temps.
2 - No issues with cowl fit.
The best value is defiantly with a standard 180hp parallel valve engine but extra horsepower is always nice. For an A model less weight on the nose is pretty important...
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Stephen
RV7 powered by a lycoming thunderbolt IO-390
turning a whirlwind HRT prop
with more hours flying than building... 2,430 on the hobbs!
ORCA Flight
Race 771
margarita!
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04-25-2012, 10:36 PM
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Join Date: May 2008
Location: Logandale NV
Posts: 45
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Thanks Stephen
I reviewed your profile and I see you chose a 390. Can you explain? Thanks for your response. it helps
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RV7A
310I
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04-25-2012, 11:07 PM
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VAF Moderator / Line Boy
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
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Although I don't have first-hand experience with an Angle-Valve in my airplane, I know many who do....and while they like the extra horsepower, I would say (anecdotally) that from reports here over the years, you have to do more tinkering with oil cooler configurations to get rid of the extra heat.
The other thing to consider with the angle valve is the price of jugs - parallels are much less expensive if you need replacements.
Paul
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Paul F. Dye
Editor at Large - KITPLANES Magazine
RV-8 - N188PD - "Valkyrie"
RV-6 (By Marriage) - N164MS - "Mikey"
RV-3B - N13PL - "Tsamsiyu"
A&P, EAA Tech Counselor/Flight Advisor
Dayton Valley Airpark (A34)
http://Ironflight.com
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04-25-2012, 11:11 PM
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Join Date: May 2008
Location: Logandale NV
Posts: 45
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Thank You
Thanks Paul!
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RV7A
310I
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04-26-2012, 01:15 AM
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Join Date: May 2008
Location: Brisbane Qld. Aust.
Posts: 2,271
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Quote:
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but airplane book numbers have alway's been questionable in my opinion.
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But you have not had an RV before have you?
Vans do the numbers. End of story.
Paul makes a good point above.
The 180HP is far more bullet proof and just a better option all round. Weight, cost etc etc.
DB 
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04-26-2012, 07:35 AM
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Join Date: Aug 2005
Location: Olathe, KS
Posts: 397
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Plus...
I'm certain there are several well built paralell valve 360's out there that are pumping out 190+ horsepower. Many of the builders can tune fuel injection, flow match cylinders, etc to juice out a little extra hp - without having to up compression much, if at all.
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Brad Brensing
RV-10 Emp/Tailcone - Complete, QB Wings - Building, Fuse - Building
Never judge a man by his trim tabs.
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04-26-2012, 08:16 AM
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Join Date: Nov 2006
Location: Saint Simons Island , GA
Posts: 1,523
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I have an 8 with an angle valve engine. I love it. No such thing as too much HP.
Drawbacks.. Obviously, weight. The angles are 34 lbs heavier. Battery in back will help. I have a WW200 prop which is 19 lbs lighter than a Hartzell so not really a big deal. I've never had cooling issues. Oil cooler is mounted on firewall and run 190. CHT'S on mine run in the low 300's ROP and 280's LOP.
I've got 1700 hours on mine and just got rebuilt cylinders to top it. I ha chrome and just got tired of pouring oil in every 4 hours. Like Paul said, cylinders cost twice as much as parallel valves, but 1st run rebuilts can be found for $1100.00, the same price as new parallels. A new 200 HP engine is about 10 grand more than a 180 retail.
Dollar and performance wise, it just makes more sense to use the parallel engine. I fly with mostly 180hp engines and I don't have that much of an edge because how many HP does it take to haul around the extra weight?
Whichever way you go, you'll be happy. Believe the numbers. They really do perform like they say.
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Jerry "Widget" Morris
RV 8, N8JL, 3,000+ hours on my 8.
VAF #818
Saint Simons Island, GA. KSSI
PIF 2008, 2009, 2010, 2011,2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, 2020
 I just wish I could afford to live the way I do
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04-26-2012, 08:34 AM
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Join Date: Dec 2006
Location: Oakland CA
Posts: 771
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One other factor is whether you're building a taildragger or nosegear. The heavier weight on the nose will benefit your CG with the taildragger and need managing with the nose gear. Just something to keep in mind as you build and plan where things go.
All Best
Jeremy Constant
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04-26-2012, 08:38 AM
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Join Date: Feb 2005
Location: Chesterfield, Missouri
Posts: 4,514
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A long time ago an old FAA maintenance inspector told me if you want long term reliability go with the 180 HP and a solid crank shaft. He had lots of experience having run a shop before joining the FAA.
That being said, some will prefer the extra HP no matter. My feeling is the extra HP is nice but somewhat offset by the extra weight. Also, I found the standard 8.5:1 compression engine can easily be tweaked up to 187 HP or higher with more compression. BPE does it as part of their assembly service by balancing parts and making sure the engine is smooth mechanically and air flow wise. I am partial to BPE so take that for what it is worth. They do good work.
It goes without saying, those who choose the angle valve engine invariably go with a CS prop also - another weighty item, at least 40 pounds over the Catto. The angle valve engined airplane can easily weigh 100 pounds more than with a stock 180 and FP prop. It will perform better but not by that much in my book. The up front extra cost is also a major factor. The current experimental angle valve 200 HP engine from Vans costs $12100 more than the standard 180.
I prefer to keep it simple, these airplanes are great right out of the box without the expensive options.
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