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  #11  
Old 10-27-2012, 03:35 PM
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rocketbob rocketbob is offline
 
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Can't do it without buying a new cowl, the IO-360 is 3/4" wider than a parallel valve O-360.
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  #12  
Old 10-28-2012, 04:18 AM
Dakbuster Dakbuster is offline
 
Join Date: Oct 2006
Location: Tauranga New Zealand
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Default This is what I did

Yes I have the HIO-360-C1A fitted to my RV 6
It can be done with relative ease there are two main mods that are needed and a few other minor ones.
My engine mount is a dynafocal type 2 The cross bar at the back of the engine stops the throttle body from being mounted.. The sump has been cast with the provision of allowing a front mounted throttle body, you just have to machine out the opening to allow the adapter from the rear opening to fit. Then add some studs and just bolt on the throttle body. A couple of minor mods to do with routing the mixture and throttle cables. I made a ¼ inch thick aluminum plate which left long studs, So I mounted the cable holders on these. I found the snorkel the best option for the air feed but had to modify that slightly to fit, it was not a biggy.
RocketBob you are almost right the engine won’t fit under the cowl. I got around this by installing “Power bumps” on the cowl, the top corner of the front two cylinders (1 and 2) need a bit of room to move around especially on start so my power bumps are just big enough to allow this to happen. My baffle rubber fits over and in them and makes a good seal
http://www.vansairforce.com/communit...ad.php?t=80458 This is my beast and if you look closely at the cowl you can just make out my “power bumps” The 200HP is a bit tongue in cheek. The manual says the C series is good for 205 HP @ 2900. I have red lined mine at 2700 rpm which reduces (according to the good book around 195HP but with electronic mags we have guessed it will be somewhere close to the 200) (That decal was put on to make me better than my mate’s RV7 with the O-360 (180HP) which incidentally we have found our performance to be very similar)
I have a Catto prop fitted
What can I do
At 7000 feet (DA) 2700rpm (takes half a minute or so to get there) 180Knots TAS (VNE) fuel burn a glorious 12 usgals/hr.
At 7000 (DA) 2350 rpm gives me 155knts TAS (VMO) fuel burn of 7 gals /hr
At 7000 (DA) 2250 rpm gives me 145kts TAS fuel burn of 6 gals /hr
So with fuel down here at about $9.52 per gallon I usually cruse around at 145Kts
If you have any questions feel free to ask

Regards

Bruce
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Last edited by Dakbuster : 10-28-2012 at 04:29 AM.
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  #13  
Old 10-28-2012, 02:45 PM
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Toobuilder Toobuilder is offline
 
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The -8 I fly has an HIO under the hood, I also have a parallel valve HIO hanging off the mount on my Pacer project... In most cases, the crank, cam and jugs are interchangeable (same part number) with the airplane parts - the higher power of the helicopter engines is simply the result of winding them up higher. Or, in other words, you could turn the airplane engines to 2900 - 3000 RPM and get the same performance. Aside from strange engine mounting provisions, the servo is often a mixture compensating device that is unique to the helicopter, and the magneto drive gears are "dampened" in some models. Other than that, there's often no major difference between helicopter or airplane models.
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  #14  
Old 10-28-2012, 03:23 PM
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smokyray smokyray is offline
 
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Default Mo power? Yes!

Bruce/Michael, all,

THANKS!!! Quick question, I already have a conical mount on my RVX for the 0320. The engine I am looking at also is conical. Are they the same dimensions? (Should be right?) also, what is the designator difference between a parallel valve and angle valve HIO, same as non H? A "B" designation after the 360A1 normally means angle valve. Bruce, I will attempt to emulate your installation. Can you email me any photos?

V/R
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  #15  
Old 10-29-2012, 09:00 AM
SHIPCHIEF SHIPCHIEF is offline
 
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Location: Seattle
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Often the lower HP ratings on the HIO engines can be found in the operating manual.
Some are rated at a higher altitude, others with a reduced intake manifold pressure. That would give lower rated HP than the 'aircraft rating'.
Mahlon says they all share the same cam. I would believe the HIO engines are more powerful because of the higher rated RPM, and some props, like CATO have a 3200 RPM redline.
I'm thinking a finer pitch that gives good climb and local flight performance would be good, because on those days when you have to 'go fast' the fine pitch will give a higher max rpm, hopefully close to 3200.
Keep us informed with lots of pictures!
I always thought if my Turbo Rotary doesn't work out, an HIO-360 would be a candidate.
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  #16  
Old 10-29-2012, 10:18 AM
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Toobuilder Toobuilder is offline
 
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Quote:
Originally Posted by smokyray View Post
Bruce/Michael, all,

THANKS!!! Quick question, I already have a conical mount on my RVX for the 0320. The engine I am looking at also is conical. Are they the same dimensions? (Should be right?)...
In my case, the HIO-360 bolted right up to the conical mount that used to hold the 320. One other thing to watch for is with the Dynafocal mounts on helicopter engines - sometimes they are the different angle (type 2?) used on the 6 cylinders and four bangers that use prop extensions (like Twin Commanchies).
__________________
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.

Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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