180HP RV(A

Post by **Spike** » Tue Mar 23, 2010 6:25 am

I know some of you have put a 180HP on an RV-9 (ie Bret, etc). I'd love some firsthand performance numbers. What kind of climb rates are you seeing? Any issues with cooling? Are you really having to closely watch power levels to respect Vno? What about margin to TAS based Vne?

Spike

Mike Balzer · Post by **Mike Balzer** » Tue Mar 23, 2010 7:52 am

My opinion is that you can always throttle back and save on fuel. It never hurts to have a better climb rate and speed. A responsible pilot has to always pay attention to VNE. Even a lower HP engine could exceed VNE in a dive. If I was building a 9 I would put a 360 in it.

Just my .02 worth,

Mike Balzer

smithhb · Post by **smithhb** » Tue Mar 23, 2010 8:05 am

Spike,

I honestly can say that the 360 engine is a perfect match for the -9. When flying solo (200lbs), I climb out at 110kts at 1500'/min from 2000'MSL. At 6000' my climb rate drops to around 1000'/min up until around 9000'. From there I usually see 750'/min.

Cooling is not an issue after engine break-in. In fact, I cannot seem to get oil temps over 140 degrees in Winter or over 165 degrees in Summer. The standard Vans oil cooler seems to work too well.

With dual P-Mags and AFP fuel injection I usually cruise at 75% power (185 mph) LOP and burn 8 gph. My top speed @ 8000' is 195-200 mph with the three-blade Catto prop. You do not have to worry about exceeding Vne. During descent, I back off the throttle and maintain 190-195 mph sipping 4 gph.

My numbers match closely with several other -9s with the 360.

Post by **Spike** » Tue Mar 23, 2010 8:18 am

Thanx Bret. Another question ...

smithhb wrote:Spike,
My top speed @ 8000' is 195-200 mph with the three-blade Catto prop. You do not have to worry about exceeding Vne. During descent, I back off the throttle and maintain 190-195 mph sipping 4 gph.

Are these speeds TAS or indicated?

Spike

smithhb · Post by **smithhb** » Tue Mar 23, 2010 8:53 am

Actually, neither. In cruise I usually have my Map screen displaying ground speed in mph (for the wifey). After the first 50 hrs or so I stopped trying to record exact TAS and started just enjoying the scenery. I almost always fly with the AP so I spend most of my time watching the Map and groundspeed. These are amazing aircraft.

Post by **Spike** » Tue Mar 23, 2010 9:05 am

K, got it. So you seeing an average of 185MPH ground speed?

Spike

smithhb · Post by **smithhb** » Tue Mar 23, 2010 9:12 am

Yup. I flight plan 180 mph.

smithhb · Post by **smithhb** » Tue Mar 23, 2010 12:29 pm

Spike,

Here is my performance specs for Weathermeister. These numbers are conservative and assume two people in the plane.

Post by **Spike** » Tue Mar 23, 2010 2:19 pm

Thanx!

cnpeters · Post by **cnpeters** » Wed Mar 24, 2010 8:07 am

Spike - I have looked into this matter in detail. My config will be about like Bret - an IO-360, single or dual P-mags, SJ cowl, Catto 3 blade made for optimal cruise. After discussing with various folks who have done this, they are seeing the same thing in performance. Cruise about or a little above Van's numbers, better climb. In a descent, compared to the 180hp, it will be just a few degrees more nose down in an O-320/160hp to reach VnE. So, you have to be watchful with either engine. It just will NOT be an issue with attentive piloting, required for either engine. In level cruise, 180hp will never get an RV-9 over VnE in it's stock configuration. I concur with Bret that the 360/180hp is a sweet engine for a -9, especially if going with the fixed pitch prop.

Post by **Spike** » Wed Mar 24, 2010 8:47 am

Thanx. I was going to go O-320 with CS but for some reasons i might go O-360. That might make me revisit CS or FP prop, though I really like being able to pull the RPM back and calm things down.

Spike

smithhb · Post by **smithhb** » Wed Mar 24, 2010 9:25 am

Spike,

I debated the same issue (320 with CS or 360 with FP) and decided to go more power, FP for a lot lower cost and less complexity. There has been a lot of debate about how hard these birds are to slow down and I agree, it takes so getting used to. But it is like everything else, once you learn power management and how to stay ahead of the game, it is second nature.

Post by **Spike** » Wed Mar 24, 2010 10:49 am

Do you guys know if there is any difference in the finish kits between the two engines? I had ordered a finish kit for an O-320 CS (spinner delete) and now I might be looking at O-360 FP. I would think that the mount is the same, what about the cowling, etc.

Spike

smithhb · Post by **smithhb** » Wed Mar 24, 2010 11:28 am

Spike, the only difference I can recall is you will need to order the finish kit with the "RV-7 cowl". I believe the baffle kit works for both but don't hold me to that. Call Vans when you order the Finish Kit and tell them what you are doing. They know exactly what you will need and they no longer give you the "lecture" about using a 360 in a -9.

Post by **Spike** » Wed Mar 24, 2010 11:45 am

yeah, thats the problem, I ordered the finish kit bac in January, ships in early May. The O360 opportunity has come about unexpectedly .... *ugh*

hydroguy2 · Post by **hydroguy2** » Wed Mar 24, 2010 12:50 pm

call Vans. there's a good chance of making changes to your order and not incurring any delay or dollar difference.