RV-9A Quick build arriving soon. I would like to know has anyone had any experience fitting 180 hp to the RV-9?. I am aware that Van's says that it is a no-no however I believe that it is not an uncommon practice. What are the pro,s & con's? I am considering the ECI Titan IOX 34O and carbon fibre fixed pitch propeller. Has anyone had any experience or comments with this combination?
Next day: Actually the IOX-340 Titan engine (a stroked 320) has a magnesium cold air induction sump and is approx 10lbs lighter than a standard lycoming 320. My thoughts were that with less weight and a little more HP the aircraft may perform similar to a constant speed set up for take off and climb, without the increased capital cost, increased operating cost or increased weight of a c/s unit. In addition the fixed pitch sensenich 70CM aluminum prop (recommended by Van's), has a maximum never exceed speed of 2600 rpm! If this (IOX-340) engine has a weight advantage and a prop is selected that does not have a 2600 rpm restriction (and is lighter) doesn't this combination negate the argument than the nose wheel will be overloaded and the gross weight will be negatively affected. I still realise that the pilot has a responsibility not to exceed the VNE.
Next day: Actually the IOX-340 Titan engine (a stroked 320) has a magnesium cold air induction sump and is approx 10lbs lighter than a standard lycoming 320. My thoughts were that with less weight and a little more HP the aircraft may perform similar to a constant speed set up for take off and climb, without the increased capital cost, increased operating cost or increased weight of a c/s unit. In addition the fixed pitch sensenich 70CM aluminum prop (recommended by Van's), has a maximum never exceed speed of 2600 rpm! If this (IOX-340) engine has a weight advantage and a prop is selected that does not have a 2600 rpm restriction (and is lighter) doesn't this combination negate the argument than the nose wheel will be overloaded and the gross weight will be negatively affected. I still realise that the pilot has a responsibility not to exceed the VNE.
Last edited: