RV10 Lycoming Exp/Thunderbolt 540 pre-order options

[bayoubengal]

Would one of you share the phone number for Jeff Schens at Thunderbolt? I’ve been unable to locate.

[JacobG]

The past few days have been stressful trying to select the engine and options. I placed an order with Vans for Thunderbolt with standard compression, Dual Lycoming EIS, and Airflow Performance fuel injection. I am leaning towards dual P-Mags in place of Lycoming EIS, and cold air sump but I will make those choices as the days get closer after discussing with Jeff Schans at Thunderbolt.
Thanks to my advisers for educating me on the options and helping me make the decision.

[jimbom]

What is the difference in horsepower between the 8.5:1 and 9:1 compression ratios?

[msmst25]

I ordered my Thunderbolt last week. I just ordered it with no mags and no fuel system to lock in the price. Van's told me that Lycoming would contact me later to determine options.

[pchansen]

I too am interested in the hp ratings when changing compression ratios or adding a cold air intake and of course EFI
and EI. If a bone stock 540 is 260 and this is what Vans specifies, why the desire to bump the hp? I get the efficiency and tech angle but other than climbing like a raped ape, what are the advantages? Higher cruise? Fuel burn will increase. How about TBO? Bumping the motor with hc pistons, EFI and EI, cold air intake probably gets you close to 320-330?? Is this still a 2000 hour engine? Just trying to gather information as I am unfortunately still about 2 years away from needing to order one (3-½ from needing one)

[pchansen]

And probably but the correct thread but has anyone heard if there is any progress on a compression ignition option for the 10? I’m sure fuel prices will subside one way or another but right now and for the immediate future, I can’t even imagine what avgas is going to cost. A diesel maybe a way to future proof your plane.

[rv6ejguy]

Originally Posted by pchansen

And probably but the correct thread but has anyone heard if there is any progress on a compression ignition option for the 10? I’m sure fuel prices will subside one way or another but right now and for the immediate future, I can’t even imagine what avgas is going to cost. A diesel maybe a way to future proof your plane.

Until the price of CI aero engines drop into a similar realm as that of a 540 or Jet A prices drop a lot lower than Avgas, it doesn't make sense in North America at this time. There isn't a proven, suitable one that's presently available for a -10 at this time either.

[eastonale]

Originally Posted by pchansen

I too am interested in the hp ratings when changing compression ratios or adding a cold air intake and of course EFI
and EI. If a bone stock 540 is 260 and this is what Vans specifies, why the desire to bump the hp? I get the efficiency and tech angle but other than climbing like a raped ape, what are the advantages? Higher cruise? Fuel burn will increase. How about TBO? Bumping the motor with hc pistons, EFI and EI, cold air intake probably gets you close to 320-330?? Is this still a 2000 hour engine? Just trying to gather information as I am unfortunately still about 2 years away from needing to order one (3-½ from needing one)

https://www.kitplanes.com/efficient-engines/

Here's a decent article that shakes out a bunch of the more common efficiency mods. For instance, it quotes an increase of 6-8 hp when going from 8.5 to 9.0 compression ratio with no effect on TBO or ability to run lower octane fuel. Pretty much free hp.

I believe the best way to think about these mods is in efficiency, not hp. Sure, this stuff will give you more hp for takeoff and climb but who really needs to "rape that ape". You've got plenty already. Instead, consider that with a more efficient engine, you'll be getting more "mileage" out of your fuel. At a given fuel flow you'll be going faster than if you didn't have the mods. Or, you can power back (if you're into that) and use less fuel to go just as fast as stock. My Barrett built IO540 with EFII ignition & injection, 9-1 compression, and cold air induction recently gave me 166 TAS, 8.9 GPH at 17,500', 50 degrees lean of peak. By the way, Barrett said it showed 288 hp on the dyno stand but they also said that their calculations are pretty unreliable so they don't put too much emphasis on that number. In any case, I think you'd be hard pressed to get a IO540 north of 300hp without trying really hard.

In the grand scheme of things, I'm in this RV-10 for the long haul (lol). I plan on having it for a long time and I plan to use it for long cross country flights so efficiency is important to me. I flew 125 hours last year and if I saved 1-1.5 gph per hour (a quoted estimate) then I saved $700-$1000. Over time, that's going to add up.

Hope my 2 cents help.

[pchansen]

Mark,
Thank you for your thoughtful reply. This is exactly what I’m looking for and am in total agreement. Efficiency, ease of operation and reliability are my only goals. If that can be achieved via EFII, a mild bump in compression, intake and exhaust enhancements are the way to go.

[jerseypilot83]

Hello All:

I have ordered my Thunderbolt IO540 just after Christmas this year. Lead time is 24 months so I have some time. I have a couple questions.

I went with AFP, EIS, standard compression so I can use 94UL, and I went with 2 tone paint scheme.

Does my TB require fuel return lines because I ordered fuel bungs from flyefii. I just wanted to know.

Any links or assistance to knowing what I will need additional to the engine be greatly be appreciated.