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Thoughts on this engine configuration?

RV_Swiss

RV_Swiss

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Hi there.

First post here, so I’d appreciate some feedback from more experienced builders and pilots.

I’ve received an engine proposal from Continental for a Van’s RV-8 and I’m mainly planning to use the aircraft for both cruising and aerobatics. I’d be interested to hear your thoughts on this setup and whether it fits that kind of mixed flying profile.

IOX-370-CDD1U8C Fuel Injected Experimental Engine 370

370 cubic inches
C Counter weighted, Constant Speed Crankshaft
D Dynafocal Type 1 w/ roller lftrs & thrst washers
D Al Accy. hsg. with 2 direct drive mag gears
1 Parallel cylinders, AEL75089 Pistons $209.00
U Thru hardened steel barrel, tapered fins, venturi seat
8 18mm Spark Plug Hole (top/bottom)
C SAP SV78950 KIT Cold Air induction 360/370 Parallel
AF15473 AF15473 Tempest Diaphram Fuel Pump - High Pressure (FI)
EX360-2K EX360-2K Precision Silverhawk FI, O/X-370, Kit
P114-L4K-18SR P114-L4K-18SR P-Mags SR (price is for 2 ea.)
LR3D-14 LR3D-14 B & C Controller/ Regulator 14 V
BC410-H BC410-H B & C Spline drive Alternator 20A

Looking forward to your thoughts.

Regards
 
What compression do those pistons deliver? I recommend stock 8.5 to allow for mogas as fuel prices are high, and future availability is at the whim of others. Perhaps where you are things are different.

Roller lifters?

If you are only going to have one alternator I suggest the belt driven B&C 60 amp. If you really only want one alternator on the vacuum pad, consider the MonkWorkz 30 amp generator. Or better yet, get one of each!

I prefer the AirFlow Performance FM-150C fuel injection system.

Carl
 
Carl Froehlich said:
What compression do those pistons deliver? I recommend stock 8.5 to allow for mogas as fuel prices are high, and future availability is at the whim of others. Perhaps where you are things are different.

Roller lifters?

If you are only going to have one alternator I suggest the belt driven B&C 60 amp. If you really only want one alternator on the vacuum pad, consider the MonkWorkz 30 amp generator. Or better yet, get one of each!

I prefer the AirFlow Performance FM-150C fuel injection system.

Carl
Click to expand...

Hi Carl.

Thank you for your thoughts. The compression ratio is a 9.6:1

I plan to install two alternators, one main and one backup.
 
Hi @RV_Swiss, short answer, the majority of the options you list are what most people on this distinguished forum choose, but most of those (items 😉) are also antiquated (mechanically driven fuel system, injection and ignition), compared to any car piling up the miles (or km) thru its life.

Good luck in you decisions!
 
Ditch the pmags and get their Bendix mags with 14mm plugs.
Agree the FM150 preferred to the Silverhawk.
Usually better off buying accessories direct (B&C).
Agree MW instead of the 410
 
Get the inlays/bosses/adapters for the 14mm automotiv sparkplugs.
Get down to 8.5/1 compression ratio (it‘s still plenty of power. You have options without doing major changes within your engine when Avgas availability and/or price will become a player)
If you have already chosen your exhaust! Check whether is fits with the intaketubes from your cold air induction.
(on my engine, the original ECi cold air induction would not have worked with my Vetterman exhaust, i switched to the Superior cold air induction. The difference was in the intske tube geometry)
 
I agree with the statements about the high compression ratio. If it was a race plane or aerobatic competition in a Pitts, then sure.

If you're not going to be judged on the vertical line, or need the last 2mph, then it's not worth the headache of the high compression.
 
You are going to get a lot of opinions, all of which are correct. :) I'd drop down to the 8.3:1 (they don't do 8.5:1), and even though I have two pmags, today I'd install the SDS ignition. Monkworkz is a good choice. I also agree with the 14mm spark plug holes in the heads - I wish I had chosen this with my Mattituck. Not clear if the Titan is a true 14mm head, or just an 18mm with some inserts. Cold air sump is also a good choice, and true, you have to "roll your own" a bit more with that sump, but it's not hard, and the cold air must add power. And it looks great. Which prop are you considering? There are 100 different opinions about that, too!
 
I have a friend with the stock 370/8.3CR, we have identical RV7A's, he can't keep up and regrets going with low compression.
(20 years ago, the rumor was 100LL was going away, still waiting, likely be dead before that happens)
More HP = GOOD ;) Rumor has it the 370 9.6 is actually 200+
 
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I would second the Monkworks on the vacuum pad. We have very similar engines. I went with the B&C 60-amp pulley-driven alternator and a Monkworks backup on the vacuum pad. The Monkworks is pretty bulletproof and weighs less than a comparable backup alternator.
 
Superior cold sump = good. Better than the Continental house brand cold sump.
I'd also recommend the AFP injection. The superior sump brackets should work.
 
Walt said:
I have a friend with the stock 370/8.3CR, we have identical RV7A's, he can't keep up and regrets going with low compression.
Click to expand...
I guess it's not a surprise that the same engine with different compression ratios would have different peak HP output, but I assume you guys don't fly at full everything on every flight? You have to balance out the flexibility of running lower octane fuel like mogas with the occasional demonstration of 3 additional knots of top speed.

If I were limited to only 100LL I would not have been able to fly to some very interesting places. If where you fly there is 100% availability of 100LL, then high compression is possibly a good option.
 
I would only add to what others have said about the compression ratio.
My concern is about availability of 100LL within Europe. It's already difficult to get hold of in Southern Europe, thats only going to get harder.
Have a think about the propeller too, some props do not take kindly to high compression engines. Ive already had to upgrade to a more expensive hub and mines the low compression IO370. Ive gone for a 3 blade MT prop, so obviously all out top speed isn't my highest priority.
 
I am in the process to replacing the Superior IO-360M1B on my RV7A with the same spec Titan you are considering. The engine is supposed to be ready for delivery this month. I chose the the Superior intake and the Silverhawk servo since I was told it was the most compact and would create the least problems with cowling clearance. Not sure if my existing Vetterman exhaust will fit. I am old and my flying days are numbered so I am not worried about the future availability of suitable Avgas and so I chose the high compression version with more power. Once the new engine is installed I will report on the experience.

Martin Sutter / Swiss Expat since 1967
 
Walt said:
I have a friend with the stock 370/8.3CR, we have identical RV7A's, he can't keep up and regrets going with low compression.
(20 years ago, the rumor was 100LL was going away, still waiting, likely be dead before that happens)
More HP = GOOD ;) Rumor has it the 370 9.6 is actually 200+
Click to expand...
I'm also not convinced 9.6- 1 compression can't be made to run on pump gas. It has run successfully with 9- 1. And large bore air cooled motorcycles have run north of 10-1 for many years.
 
Martin Sutter said:
I am in the process to replacing the Superior IO-360M1B on my RV7A with the same spec Titan you are considering. The engine is supposed to be ready for delivery this month. I chose the the Superior intake and the Silverhawk servo since I was told it was the most compact and would create the least problems with cowling clearance. Not sure if my existing Vetterman exhaust will fit. I am old and my flying days are numbered so I am not worried about the future availability of suitable Avgas and so I chose the high compression version with more power. Once the new engine is installed I will report on the experience.

Martin Sutter / Swiss Expat since 1967
Click to expand...
I have an rv-8 with a o-320 FP and i am looking for something else with all the trouble how much more of a improvement do you think this will be over your current io-360?
 
There will be some benefit from the extra horse power. It will be primarily enhance climb rate rather than top speed. Because my first generation Hartzell blended airfoil prop is not approved for over 180 hp or more than 8.5 to 1 compression I changed to a MTv-9 prop. Therefore a comparison will be more difficult.
 
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