First, let me preface this by saying that I've never seen a dyno sheet for an O/IO-320 or 360, so forgive me if I'm way off base Lately I've been wondering what the shape of the tq. curve is on a "typical" RV engine. I sent Barrett an email several months back since they have a dyno, and didn't get a reply.
From what I've picked up here and there, the tq. curve doesn't seem to drop off within the normal operating range of these engines, is that correct? It seems a good way to tune these engines for best fuel economy would be to create an engine that produced peak tq. at low rpm (say~2000?), and would maintain it long enough to produce peak power at 2700. It seems (in my mind) that this would allow a pilot with a CS prop to run WOT and pitch the prop turn ~2000 rpm with minimal speed loss and minimal fuel burn. Am I off base?
Do you think this could this be done with the right cam and port work?
From what I've picked up here and there, the tq. curve doesn't seem to drop off within the normal operating range of these engines, is that correct? It seems a good way to tune these engines for best fuel economy would be to create an engine that produced peak tq. at low rpm (say~2000?), and would maintain it long enough to produce peak power at 2700. It seems (in my mind) that this would allow a pilot with a CS prop to run WOT and pitch the prop turn ~2000 rpm with minimal speed loss and minimal fuel burn. Am I off base?
Do you think this could this be done with the right cam and port work?