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10-06-2014, 02:52 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Will you sell a magnesium sump in standard configuration and sump kit to those who just want to lighten their engine? If so, how much and what is the expected weight savings of each part?
BTW, 244 lbs is the listed weight of the 135 HP O-290-D2 I started with.
__________________
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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10-06-2014, 03:06 PM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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Selling mag sumps...
Quote:
Originally Posted by N941WR
Will you sell a magnesium sump in standard configuration and sump kit to those who just want to lighten their engine? If so, how much and what is the expected weight savings of each part?
BTW, 244 lbs is the listed weight of the 135 HP O-290-D2 I started with.
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Generally speaking we have stopped selling any part from ECi that is experimental like this sump unless it is part of an overhaul by Titan. Things seem to change however, I'll keep ya'll informed if things change...
The entire Magnesium updraft warm sump weights just 7.5 lbs. Not sure what you mean by kit? Gasket and new hoses with clamps?
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10-06-2014, 03:09 PM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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R Series pricing is always up on our site.
Quote:
Originally Posted by Greg Arehart
So, the $64,000 question (pun intended) is what kind of price point are we talking here? Would be nice to have some idea of whether this is (personally) cost-effective or at least cost-reasonable. I understand that there are a number of things that can change the price, just looking for something ballpark for comparison to other engines (and, yes, I know there is no comparison but...)
Thanks,
Greg
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GO to the contact page of titanengine.com, there is a list of PDF's with our current price list. The prices there now for R Series do not include the latest sumps but are good for standard sump configuration.
But we are happy to just accept $64,000 each and throw in EVERTHING!
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10-06-2014, 03:15 PM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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Power to weight R Series
Quote:
Originally Posted by N941WR
BTW, 244 lbs is the listed weight of the 135 HP O-290-D2 I started with.
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So old school 290 power to weight: 55.3% New R Series 360 same weight but 81.9%.. I am pretty sure that may be the best power to weight in any Lycoming or Continental air cooled engine...
Raise the bar or leave it alone...
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10-06-2014, 03:27 PM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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Quote:
Originally Posted by Greg Arehart
So, the $64,000 question (pun intended) is what kind of price point are we talking here? Would be nice to have some idea of whether this is (personally) cost-effective or at least cost-reasonable. I understand that there are a number of things that can change the price, just looking for something ballpark for comparison to other engines (and, yes, I know there is no comparison but...)
Thanks,
Greg
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Greg,
I intended to put price here as well. I am selling the R360 as seen in the photo with all the goodies for about 36,700. Ball park for similar 200hp engine with Efii 15-18% more... If you need overhaul we can turn your 360 into R Series and expect about the same premium
If lower octane fuel tests play out I am sure the initial upfront can quickly be offset by the lower operating costs and longer TBO.... Time will tell.
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10-06-2014, 05:01 PM
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Join Date: Aug 2005
Location: Pasadena CA
Posts: 2,484
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Quote:
Originally Posted by DanH
I beg your pardon. Poor word choice on my part. Strictly speaking, a backup alternator is not required to run the ignition and fuel injection.
Of course, folks who pay $185,000 for a new Carbon Cub SS are, to some extent, paying for confidence. On battery alone, the voltage warning system counts down faster running EFI in addition to ignitions.
Website says 1.2 amps per ignition. How about that pump, ECU, and injectors? And what is the cutoff voltage below which the system no longer operates at 2700 RPM?
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The Carbon Cub's have been all electric for quite some time now... Like forever. They don't seem to have trouble selling. But lets be honest, the Carbon Cub may be used for light off-airport ops... but nobody runs them in Alaska. Those working airplanes barely have electrical systems, run mags and carbs, and nothing resembling a radio or transponder. Different world up there. No, backcountry people don't want an all electric airplane.
But Carbon Cub customers do. See the difference?
__________________
Stephen Samuelian, CFII, A&P IA, CTO
RV4 wing in Jig @ KPOC
RV7 emp built
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10-06-2014, 05:42 PM
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Join Date: Jan 2008
Location: Upland, CA
Posts: 286
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EFII power
Yep! You got it!
And our full system doesn't draw any more than an AFP+Plasma with the boost pump on. Run a modern Denso type alternator and you'll probably never have to worry. If you did lose the alternator, you have a couple hours of flight time with typical battery setups,
Robert
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10-06-2014, 06:10 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by rcpaisley
Yep! You got it!
Nnn
If you did lose the alternator, you have a couple hours of flight time with typical battery setups,
Robert
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Only if you remember to turn off your transponder, ADSB, radio(s), etc.
__________________
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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10-06-2014, 06:16 PM
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Join Date: Jan 2008
Location: Upland, CA
Posts: 286
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Power
Don't forget the landing lights, the strobes, and the pitot heat! 
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10-06-2014, 06:45 PM
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Join Date: Oct 2005
Location: 08A
Posts: 9,500
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Quote:
Originally Posted by rcpaisley
And our full system doesn't draw any more than an AFP+Plasma with the boost pump on.
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Facts please...actual current requirements, and minimum operating voltage?
__________________
Dan Horton
RV-8 SS
Barrett IO-390
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