RV10 Lycoming Exp/Thunderbolt 540 pre-order options

[Walt]

If it was mine I’d opt for high compression, mags, AFP injection.
(The same things I did on my new 370 a few years ago).
Runs like a scalded dog

[rvanstory]

I had full intentions of installing a Thunderbolt engine, but when I got ready, lead times had grown too long for my wait. So, I ordered mine from Aerosport Power. I have been VERY pleased with them!!! Customer support is TOP NOTCH!! Engine runs great and burns a quart about every 15-20 hours. They can customize as much as you want. I highly recommend them if you want another alternative. https://www.aerosportpower.com/

[leok]

Mine is configured as follows;

Airflow Performance injection
Run with shop mags and shipped with plastic covers. I added SDS CPI2 with no significant issues.
Chrome valve covers
Red paint.
8.5 compression

I was able to visit the factory for my build and watch the whole thing. Very cool. Jeff is great to work with. Jeff will work with you on any details/adjustments as you approach the build date. Order up your best guess and then talk it through with Jeff as the build approaches.

A very smooth engine, now with 225 hours on it.

Highly recommended.

[greghughespdx]

We'll publish more details as soon as we have them, but since we have some info available and people are currently making decisions:

We want to provide a heads up on a few things that - in addition to the engine price increases - will be changing in terms of Thunderbolt custom engine orders from Lycoming. These are Lycoming's changes, which will take place at the same time as the price increases, and we are just passing the manufacturer's info along (these are not set by Van's).

"Standard" options for Thunderbolt engines:

• You'll be able to choose custom color options, same as you can now (single- and two-tone standard colors, or single- or two-tone custom colors).
• Polished cylinder fins will be a (rather pricey) option.

The following customized Thunderbolt engine options will - after the price change take place - result in an engine customization fee (TBD but it will be at least $1000, charged once per engine regardless of how many of the below are applied) plus the cost of the upgrade(s). All of the below items fall into that category:

• Custom compression ratios
• Chome pushrod tubes
• Cold air induction (540 engines)
• Aerobatic kit (inverted oil)
• Starter ring gear removal

Working on the final numbers and will be able to publish soon.

[cactusman]

Originally Posted by greghughespdx

We'll publish more details as soon as we have them, but since we have some info available and people are currently making decisions:

We want to provide a heads up on a few things that - in addition to the engine price increases - will be changing in terms of Thunderbolt custom engine orders from Lycoming. These are Lycoming's changes, which will take place at the same time as the price increases, and we are just passing the manufacturer's info along (these are not set by Van's).

"Standard" options for Thunderbolt engines:

• You'll be able to choose custom color options, same as you can now (single- and two-tone standard colors, or single- or two-tone custom colors).
• Polished cylinder fins will be a (rather pricey) option.

The following customized Thunderbolt engine options will - after the price change take place - result in an engine customization fee (TBD but it will be at least $1000, charged once per engine regardless of how many of the below are applied) plus the cost of the upgrade(s). All of the below items fall into that category:

• Custom compression ratios
• Chome pushrod tubes
• Cold air induction (540 engines)
• Aerobatic kit (inverted oil)
• Starter ring gear removal

Working on the final numbers and will be able to publish soon.

Thx Greg (and all for comments and suggestions) - just pulled the TB trigger today. Gets me in what ever the long line is.

Curious as to what the "standard" compression is for the Lycoming 540 - I asked for 9:1 based on the info I had from SDS and EFII to run all fuel types. But I don't see any info on what the standard TB compression build is?

Also why would you ask for the starter ring gear removal?

[bayoubengal]

Sounds like several of you had the same kind of day I had. A bit stressed trying to determine my options.
I ended up selecting a Thunderbolt with the option showing no mags or EFI, but requested in the notes to have it configured with Airflow Performance fuel injection. I am leaning to dual P-Mags, though one of my advisors, a RV expert, is advising one P-Mag and one legacy mag. I plan to visit all the suppliers at SunNFun to learn more before I make a final decision.
I would be very interested in your experiences with the various systems as well as your philosophy on dual electronic vs one of each. Two standard mags is not really under consideration at this time.

[Carl Froehlich]

Originally Posted by cactusman

SNIP

Curious as to what the "standard" compression is for the Lycoming 540 - I asked for 9:1 based on the info I had from SDS and EFII to run all fuel types. But I don't see any info on what the standard TB compression build is? SNIP

In most cases 9:1 pistons will limit you to 100LL or 100UL (whatever that may be). The standard 8.5 pistons can run 93 or 94UL fuel.

Carl

[rv6ejguy]

Deletion of the "ring gear" is really deletion of the flywheel or what Lycoming calls the Ring Gear Support. This would be done when planning to use SDS EFI or ignitions as many of the later Lyc flywheels lack the 12 tooling holes required to drill it for our magnets.

You can get an earlier factory flywheel (used usually) or order one of our billet ones which already has the magnets mounted.

As far as CR goes. Several SDS customers are running 91 Mogas with 8.5 CR with no issues. We simply retard timing slightly at high MAP. At lower MAP, generally full timing can be run so it doesn't impact performance at altitude much if any.

Jeff at Thunderbolt has always been good to work with and customers have been very happy with his support as well, from feedback we receive.

[cactusman]

Originally Posted by rv6ejguy

Deletion of the "ring gear" is really deletion of the flywheel or what Lycoming calls the Ring Gear Support. This would be done when planning to use SDS EFI or ignitions as many of the later Lyc flywheels lack the 12 tooling holes required to drill it for our magnets.

You can get an earlier factory flywheel (used usually) or order one of our billet ones which already has the magnets mounted.

As far as CR goes. Several SDS customers are running 91 Mogas with 8.5 CR with no issues. We simply retard timing slightly at high MAP. At lower MAP, generally full timing can be run so it doesn't impact performance at altitude much if any.

Jeff at Thunderbolt has always been good to work with and customers have been very happy with his support as well, from feedback we receive.

Thanks Ross - So reviewing my info 93 Octane seems to be the min for 9:1... or 8.5:1 gets you ok with 91 Premium Mogas. I might have to mod my order.

Anyone know what the "standard" Thunderbolt compression build is?

[steve murray]

Maybe Titan will get back in the IO_540 business.

They built the engine for my 10 and Shipped it to me without mags, fuel pumps and fuel injection items and I installed SDS dual system. I have stock 8.5:1 pistons and run 93 octane with ethanol (yes , with ethanol).

I have about 240 hours on the setup and am super pleased with the performance. I do retard timing back at high power settings. Typically get about 160 _ 165 knots TAS at 10.4 gph