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  #11  
Old 04-26-2012, 09:19 AM
Mike Redd Mike Redd is offline
 
Join Date: Jul 2005
Posts: 27
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I have a 7 with the 200hp angle valve, had some cooling issues, but worked them out with a larger SW oil cooler. Have 850 hrs on it. Love the power. If I was doing it again I would op for the 180 HP. Less money and now with the FAA looking at easing the medical for a 180 hp and one passenger it makes me think I might fly longer. I'm now doing the 1 yr medical thing because of type 2 diabetes. The 7 with a 180 is still a real fast high performing plane. It is apossibility that a 180 hp plane will be a better resale because of the self certify medical if it become reality. Just my 2 cents worth
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  #12  
Old 04-26-2012, 12:05 PM
David Z David Z is offline
 
Join Date: Aug 2010
Location: Thunder Bay Ontario
Posts: 335
Default O/IO-375

Why not Aerosport's O/IO-375? It's parallel valve and roughly 200hp.
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  #13  
Old 04-26-2012, 04:23 PM
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Chino Tom Chino Tom is offline
 
Join Date: Jun 2005
Location: Chino, CA
Posts: 738
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You will get an amazing amount of different opinions on your question in
this forum. One that continues to resurface is to build as light as your
mission allows. I've built two and in both cases installed a O-360 A1A
bought new from Van's with a constant speed Props. Using Van's oil cooler
and baffle kits have resulted in a cool running bullet proof combo. Aviation
Consumer has a couple of recent articles on engines and cylinders which I
recommend you read. I won't agrue the pro's and cons of fuel injection vrs
carbs or the fixed/constant speed prop never ending debate. I know what
i wanted (which is not the same for everybody) and built it my way. With no
regrets on my setup, you need to decide what you want. A fire breathing
rocket ship (then you will have two!) or a just a rocket ship. Stop by the
hangar sometime. I'm on the south side of the same row now.
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  #14  
Old 04-26-2012, 04:44 PM
flyinga flyinga is offline
 
Join Date: Dec 2007
Location: Fredericksburg, TX
Posts: 662
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I've went with the angle valve engine primarily because I got a good deal on a fresh overhaul from a reputable shop. As has been said before, CHT is usually not an issue with the angle valve (much larger cooling fins) but oil temp may be. It seems the parallel valve engines have the oposite issues; low oil temp and high CHTs.
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  #15  
Old 04-26-2012, 05:45 PM
N23J N23J is offline
 
Join Date: May 2008
Location: Logandale NV
Posts: 45
Default Wow What a Response!

Thanks everyone for you opinions. Funny you should reply Tom. I was just talking to Jerry about this and he said I should give you a call. I will come by soon.

I meant no offense to anyone about the numbers. I admitted in the beginning that I have never owned an RV before. Thanks again for everyones responses
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  #16  
Old 04-26-2012, 08:24 PM
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Subwaybob Subwaybob is offline
 
Join Date: Jul 2011
Location: Dallas, TX
Posts: 321
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Quote:
Originally Posted by Ironflight View Post
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
Jay Pratt says the same thing. Paul and Jay are smart hombre's about this stuff. So much so that Jay just look at me sideways whan I said angle valve and caused me right then and there to set on a parallel valve. Now I AM NOT speaking from experience just that of very experienced others. FWIW...
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  #17  
Old 04-26-2012, 08:35 PM
gasman gasman is offline
 
Join Date: Mar 2007
Location: Sonoma County
Posts: 3,821
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Quote:
Originally Posted by David-aviator View Post
I prefer to keep it simple, these airplanes are great right out of the box without the expensive options.
AAAAHMEN BROTHER!!
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  #18  
Old 04-27-2012, 08:23 AM
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Toobuilder Toobuilder is offline
 
Join Date: Jul 2009
Location: Mojave
Posts: 4,652
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Quote:
Originally Posted by N23J View Post
...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....
Sounds like your mission is cruise flight, not weekend yanking and banking. If so then you will not notice the extra weight of the C/S prop and angle valve. Even IF you plan on yanking and banking, you are not likely to notice any difference unless you fly a lot of other RV's and generate a basis for comparison.

That said, if you're paying retail for both engines, go with the 180... You likely will not realize a favorable bang for the buck during your ownership, nor in resale value with the more expensive engine.

So I'd say it comes down to upfront cost. All else equal, go big. As said earlier, there is no such thing as too much HP. I fly a 200HP -8, and ever since I flew a 310 HP Rocket a few weeks ago, I can hardly even look at the -8 anymore.
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WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

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  #19  
Old 04-27-2012, 02:56 PM
Flaude Flaude is offline
 
Join Date: Sep 2010
Location: Paris
Posts: 14
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I am extremely happy with my 375 aerosport engine (195 HP). great engine!
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  #20  
Old 04-27-2012, 04:08 PM
Gerry in Oz Gerry in Oz is offline
 
Join Date: Dec 2010
Location: Brisbane, Australia
Posts: 38
Default IO-375

Quote:
Originally Posted by Flaude View Post
I am extremely happy with my 375 aerosport engine (195 HP). great engine!
Having taken in a great deal from the wisdom which has flowed from this thread, I am wondering what experiences there are out there with the low compression (or high for that matter) IO-375. I have had preliminary discussions with Aerosport Power and they tell me that it (195 hp low compression) is the same weight as an IO-360 and has the same architecture so almost everything from Vans fits. It seems to me that extra hp (almost as much as the 200 hp angle valve firecracker) in a low stressed parallel valve and well priced engine could work well. (In my case in an 8)

I would be very interested in what props are being hung on the IO-375 and how that is coming out re C of G in the RV-8 as well.
Thanks,
Gerry in Oz.
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