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  #11  
Old 01-15-2014, 05:30 AM
Guilhermepilot's Avatar
Guilhermepilot Guilhermepilot is offline
 
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Location: brazil
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Default High comp piston with catto

Quote:
Originally Posted by Mel View Post
I have 850 hrs. on my O-320 with 9.5:1 compression. So far my compression and oil consumption remain the same.
I run a 3-blade Catto prop and don't "push" the engine. I typically cruise at 60% power.
Planning to put titan 370 with 9.1 pistons, it will work well with a catto 3 blade? What do you think?
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  #12  
Old 01-15-2014, 05:49 AM
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RV8iator RV8iator is offline
 
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Default

Quote:
Originally Posted by Guilhermepilot View Post
Planning to put titan 370 with 9.1 pistons, it will work well with a catto 3 blade? What do you think?
Welcome to the VAF..

I have a Titan 370 STROKER and I love it as I'm sure you will.

Very smooth and strong engine. An excellent choice.
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RV 8, N8JL, 3,000+ hours on my 8.

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  #13  
Old 01-15-2014, 07:01 AM
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Mel Mel is offline
 
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Location: Dallas area
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Default

Quote:
Originally Posted by Guilhermepilot View Post
Planning to put titan 370 with 9.1 pistons, it will work well with a catto 3 blade? What do you think?
Should work great. If I had it to do over again, I would go with 9.1 instead of 9.5 compression.
When I went from 7:1 to 9.5:1 pistons I found that the engine wasn't nearly as smooth. Of course as soon as I went to the 3-blade Catto, I got the smoothness back and then some.
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  #14  
Old 01-15-2014, 01:54 PM
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Guilhermepilot Guilhermepilot is offline
 
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Default

Thanks for the input guys

Titan 370 9.1 plus catto will be selected
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Guilherme Plassmann (Brazil)
RV7A (Mr Flame) slow kit S/N 74285 Finished 04/14/15😀😀😀😀flying
G3X
Superior IO360
Sterba prop
TSFlightlines hoses
LR30,PRM1,C560,C510S,HS125,B350 FAA/ANAC Pilot

Donation made 2016
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  #15  
Old 01-15-2014, 04:45 PM
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smokyray smokyray is offline
 
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Default The Long Run...

Quote:
Originally Posted by Doyle231 View Post
Hi all

Currently I am doing a lot of study on my next aircraft and am leaning toward the rv4. Has anyone fitted the Titan 320 or 340 stroker to the rv4 and if so have you experienced any problems eg cowls? As an engineer I've cut my teeth on certified lycomings and believe there is a lot of potential and areas for improvements. My preferred engine for the 4 is a worked io320 eg port and polish, emags, 10:1 comp, nice exhaust, Sam James cowls with high flow filter etc and the Titan comes with a lot of these goodies if needed! Any help would be great!

James
James,

Age old question, 0-320 or 0-360? Or 0-340...Most of your decision making will depend on your mission and your budget.

As you know, the RV4 is a 70's design with the 0-320 as it's primary engine of choice. If kept at design weight (950# or less) it performs extremely well with a strong 0-320 and the right prop. The 0-360 has more HP and a bit more weight but not much more cost. The 0-340 is a re-introduction of an old design and is a great idea. However comma, you can easily achieve a light weight 180HP engine (320,360) using light weight accessories, magnesium flywheel and a composite FP prop. The RV4 flight quality differences with the 0-320 and 0-360 are really minimal.

So, which one?

The Stroker 340 is a great concept born in the 1950's by Lycoming. They needed more horses from what was then the only available engine, the 0-320A so they simply lengthened the stroke of the crank, different cylinders and pistons and thus, more HP. Hot rodders have been doing it for years. The twin Navion was the first recipient of a pair of them. Of course, then, like now, there aren't alot of them out there, so parts are unique, in the big scheme of things. ECI as far as I know is single source on producing crankshafts. In contrast, there are over 30,000 0-320 crankshafts out there.

The 0-360: More HP, longer stroke (same as 340) a bit more weight, a bit tighter fit in RV4 cowling. Lots produced, lots of parts, lots of options. With a Catto 3 prop and 9.0:1 compression you would have a screamer, trust me, I've flown that setup.

The 0-320: I built my RV4 in 89' and decided on rebuilding a used 0-320, balancing and blueprinting it and installing high comp (9.0:1) pistons. At 950 lbs it still consistently outperforms higher HP RV's. I'm an A&P and did most of the work myself and was flying with a total expenditure of $6K. I installed the first Electronic Ignition available and still believe it adds a huge boost in efficiency. That same 0-320 still runs like a watch today and provides the new owner a reliable, powerful engine for a reasonable cost with a huge parts base available. It could still be done for not much more expenditure in the current market. My current RVX has an 0-360J2A with lightweight accessories. It's installed weight matches the 0-320A it replaced with a 10% improvement in performance. Yep, not much difference...

So, why plunk down $25 grand for an engine? Heck, you can buy a flying RV4 now cheaper than you can build one, for not much more than a new 0-340 costs!

Good question...What's in your wallet?

V/R
Smokey

Last edited by smokyray : 01-15-2014 at 05:37 PM.
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  #16  
Old 01-27-2014, 10:05 PM
Rootski Rootski is offline
 
Join Date: Jan 2014
Location: Los Angeles, CA
Posts: 36
Default

Quote:
Originally Posted by ronschreck View Post
Lots of information on Titan engines on their web pages: http://www.eci.aero/exp/kitEngine_exp.aspx

Tech data on ECI engines: http://www.eci.aero/exp/eng_comparisons_brochure.pdf

The latest price list I have from ECI (got it at Sun'n Fun)
OX-340 = $26,000
IOX-340 = $29,300
OX-370 = $26,900
IOX-370 = $30,200
IOX-409 = $50,700 (really!)

Call them if you have any detailed questions. They are really nice folks to deal with. Sales ? Toll Free: (800) 324-2359
That IOX-409 is still cheaper a Deltahawk, my current favorite...
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