“I wish I had less horsepower!”…..said no pilot, ever!
“I wish I had less horsepower!”…..said no pilot, ever!
But honestly, the difference in performance between the two (assuming you;re talking angle valve to angle valve) is going to be pretty small. And also honestly, I have heard a number of guys with LOTS of RV-8 time that built a plane with an angle valve engine muse that if they built another one, they’d just go with a parallel valve engine because it makes the nose lighter, which makes for lighter handling.
Van originally designed the -8 for an O-320, but very, very few build that way!
With my 180 horsepower O-360, dual P-Mags, I cruised to and from Oshkosh this year at 170 KTAS burning about 8.8 gph. that’s just a data point, not a recommendation - just to help quantify things.
Titan (Continental) IO-370, parallel valve, 205 HP W/3 blade MT
What’s the engine cost and weight?
Climbing at 2,500 FPM I can see exactly where I'm going...
UP
UP
UP
What's ridiculous about that?
http://www.continental.aero/titan/experimental-kit-engines.aspx?utm_source=vansairforce.net&utm_medium=web&utm_campaign=titan&utm_content=150x120px
About 44k last I heard but suggest you contact JB BALL for specifics.
I’m new to the group and looking to buy an 8 in the near future. Can anyone give insight about whether there is a noticeable difference between these two engines in performance.
Thanks for the help!
I’m new to the group and looking to buy an 8 in the near future. Can anyone give insight about whether there is a noticeable difference between these two engines in performance.
One consideration not mentioned, fuel options.
The 180hp IO-360 allows use of 93 octane auto fuel or when available Swift 94. The angle head options require 100LL or the new (and at an unknown price) 100UL.
I’ve owned both, the 360 flies lighter to the touch and has better glide, but it’s hard to argue these #’s in cruise.
To steal Paul's quote with a slight modification:
"I wish I had more weight on the nose!" ...said no RV-8 pilot, ever!
Whats cruise like at a more average power like 65/75% ?
Whats cruise like at a more average power like 65/75% ?
Standard “I want to get there but not blow too much gas” cruise.
IO-360-M1B with AFP FM-150C, standard 74” Hartzell BA prop.
Carl
Carl,
What air inlet system are you running to get 22.3" at 9000'? Ram air of some sort, or the cowl inlet intake with a snorkle? I'm curious.
I know Dan has a pretty well documented filtered ram air system (nicely designed and tested), and you seem to be matching his MP.
My poor O-360/carburetored RV-6 can't get anywhere neat that pressure that high.
Laird
This is the stock snorkel but using the AFP FM-150C.
To steal Paul's quote with a slight modification:
"I wish I had more weight on the nose!" ...said no RV-8 pilot, ever!
Count me as one of those guys that built an 8 with an angle valve IO-360A1B6 that would re-build with a parallel valve, non-counterweighted crankshaft (but still with fuel injection) if I could do it over again. It was a plus when doing cross country with a person and full luggage. But I mostly flew solo and it was a negative for me when doing acro. Heavier stick forces than I like pulling through the bottom of maneuvers.
Would seem that an 8 with one of the new Whirlwind 300 series would be a nice match; 3 blades but only ~35 lbs IIRC. The performance reports here have been impressive. 20 some odd pounds off of that station would be pretty dramatic per what's been stated here. Depending on mission of course, would seem a great match for IO390 powered 8. Anybody?
Would seem that an 8 with one of the new Whirlwind 300 series would be a nice match; 3 blades but only ~35 lbs IIRC. The performance reports here have been impressive. 20 some odd pounds off of that station would be pretty dramatic per what's been stated here. Depending on mission of course, would seem a great match for IO390 powered 8. Anybody?