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David,
Here are some #s from my flight last night. These may
not represent other Sub RVs, just mine with its drag
flaws and current configuration. Speeds are within a
couple of knots and FF may be a little low. I flight
plan using 162 MPH and 5.6 gph for economy cruise.
OAT 89F, 30.06,at 6500 feet OAT 65F
RPM 1700 - 162 MPH, 5.6 gph
RPM 1800 - 165 MPH, 6.2 gph
RPM 1900 - 170 MPH, 7.1 gph
RPM 2000 - 175 MPH, 8.0 gph
Top speed is around 196 MP
RV-7A, 2005 H-6, 175 hours, Gen 3 Reduction Drive.
Economy cruise power at 9000', OAT 47, 1800 prop RPM, Oil
200F, Coolant 183F, Gearbox 162F, Fuel Flow 5.6 gph and 162
MPH. The TAS and gph are very close but not verified. 460 nm,
flight time 3+21, fuel used 19.9 gallons with 0-5 knot
tailwind. Thanks for an enjoyable
and educational day yesterday.
Andy
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VIDEO |
VIDEO
1
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VIDEO 2 |
GRAPH SHOW THE PERFORMANCE OF THE BRAND
NEW 2008 3.6l ENGINE

The new 3.6L engine can produce more HP and
torque at a lower RPM. For instance, 200
HP is available way down at 4300 RPM with torque close to 500 ftlb at the propeller. (Using the 2.02 /1 ratio reduction
drive and 2150 propeller RPM) This new engine also has
reduced compression and can be flown using Auto fuel.
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RV-10 PERFORMANCE -
12,000 FEET DA |
| |
IO-540 |
E6-TI |
| TAS KTS / MPH |
160/ 184 |
162/187 |
| MAP |
19.5 |
30.0 |
| RPM |
2450 |
2450 |
| GPH |
12 |
12 |
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RV-10 PERFORMANCE -
14,000 FEET DA |
| |
IO-540 |
E6-TI |
| TAS KTS / MPH |
155 / 178 |
165 / 190 |
| MAP |
18.5 |
30 |
| RPM |
2450 |
2450 |
| GPH |
10 |
12.0 |
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RV-10 PERFORMANCE -
18,000 FEET DA |
| |
IO-540 |
E6-TI |
| TAS KTS / MPH |
Not yet available |
175 / 201 |
| MAP |
15 |
30 |
| RPM |
2450 |
2450 |
| GPH |
Not yet available |
13 |
RV-10 / IO-540 Data take from
Actual Performance numbers
Eggenfellner E6-TI (Turbo/Intercooled) gathered in Dan LLoyds RV-10.
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LOW VIBRATIONS |
The measurements on the Eggenfellner Subaru had very low stress
level and
therefore we do not expect to have any problems with the 200 hp
and the new
gear reduction.
With best regards,
MT-Propeller Entwicklung GmbH
Martin Albrecht
Engineering
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GLASTAR ECONOMY (PERFORMANCE) |
Subies and wanabe's,
Yesterday we had a break in the weather (snow & high winds) so we had a group gaggle fly off the island for lunch. We had 3 Super Cubs, 1 Cessna 120 and my E-Sube powered GlaStar. Flying formation with this gaggle I had to reduce power to 3000 eng. rpm/1650 prop. OAT was 25 deg. so they were all dressed in insulated coveralls, heavy coats, stocking caps etc. trying to keep from freezing. Meanwhile I was very comfortable in a light shirt basking in the heat from my hot coolant multi fan speed cockpit heater/defroster. The best part was, they were burning 8 gph of 100 LL while I was only burning 2.3 GPH of auto fuel !!!
We all had a great lunch and departed for the island. One of the pilot/passengers in one of the Super Cubs rode back with me. He said going from the Super Cub/Lyc. to the GlaStar/Subaru was like being beamed 100 years into the future. He must be a Star Wars fan :>))
Charlie
762 TROUBLE FREE hrs
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INTERCOOL - OR NOT TO INTERCOOL ? |
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For turbocharged engines, an intercooler will add yet
another level of performance to the airplane and is now
required for all turbocharged engines.
Without
an intercooler, induction air temperatures run 195 F
down low and 208 at 14,500 feet, producing 30" of MAP.
With the intercooler, the IAT run 120 F on the ground,
140F at 14,500 feet and 150 F at 18,000 feet. Again,
producing 30" of MAP.
Adding an intercooler will make the engine more thermally efficient
and extend engine life. Any turbo or supercharged
engine can only rely on 100LL fuel to eliminate any
possibility of detonatin in the engine.
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RV-7A with 6 cylinder engine
(No Turbo) and 2.02 / 1 geared propeller drive unit |
| Altitude |
OAT |
RPM
Prop |
RPM Eng |
MAP |
Oil
Temp |
Oil Psi |
Coolant
Temp |
PSRU
Temp |
Fuel
Flow |
Fuel
Psi |
Air / Fuel |
KTAS |
MPH |
| 8500 |
70 |
1500 |
3000 |
21.0 |
158 |
57 |
186 |
164 |
3.9 |
30 |
|
115 |
132 |
| 8500 |
71 |
1600 |
3200 |
21.0 |
160 |
56 |
186 |
167 |
4.8 |
30 |
|
125 |
144 |
| 8500 |
70 |
1700 |
3400 |
21.0 |
168 |
55 |
188 |
173 |
5.8 |
30 |
|
135 |
155 |
| 8500 |
69 |
1800 |
3600 |
21.0 |
173 |
53 |
184 |
177 |
6.2 |
30 |
|
139 |
160 |
| 8500 |
70 |
1900 |
3800 |
21.0 |
179 |
54 |
184 |
180 |
7.1 |
30 |
|
150 |
173 |
| 8500 |
70 |
2000 |
4000 |
21.0 |
183 |
47 |
187 |
182 |
8.0 |
30 |
|
153 |
176 |
|
8500 |
69 |
2100 |
4200 |
21.0 |
191 |
43 |
190 |
187 |
8.5 |
30 |
14.5 |
159 |
183 |
| 8500 |
70 |
2200 |
4400 |
21.0 |
196 |
39 |
195 |
188 |
9.1 |
30 |
|
165 |
190 |
| 8500 |
68 |
2300 |
4600 |
21.0 |
204 |
32 |
193 |
194 |
9.6 |
30 |
|
165 |
192 |
| 8500 |
68 |
2400 |
4800 |
21.0 |
206 |
32 |
200 |
194 |
10.0 |
30 |
|
170 |
197 |
| 8500 |
68 |
2500 |
5000 |
21 |
210 |
31 |
205 |
194 |
11.0 |
30 |
|
175 |
201 |
| 6 Cylinder Normal and Turbo Engine
HP Specifics | | PROP RPM | H6 RPM |
HP | | 1200 | 2400 |
80 | | 1300 | 2600 |
88 | | 1400 | 2800 |
96 | | 1500 | 3000 |
104 | | 1600 | 3200 |
112 | | 1700 | 3400 |
120 | | 1800 | 3600 |
128 | | 1900 | 3800 |
136 | | 2000 | 4000 |
144 | | 2100 | 4200 |
152 | | 2200 | 4400 |
160
(Torque =445 ft.lb) | | 2300 | 4600 |
168 | | 2400 | 4800 |
176 | | 2500 | 5000 |
184 | | 2600 | 5200 |
192 | | 2700 | 5400 |
200 | | 2700 | 5400 with turbo charger |
220 |
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THE ENGINE WEIGHT IS 300lb. THE FULL FIREWALL FORWARD WEIGHT IS COMPARABLE TO AN IO-360
INSTALLATION. (400-430lbs)
| GET A RIDE
(The TOTAL performance is so much more than
speed) | Hi All, I am building an RV7 at the same airport as Robert Paisley (CCB) and have been fortunate enough to have ridden with him many times. I had taken my first flight in an RV in Robert's plane. I was amazed at just how easy to operate his plane was with the 2.5L flat four Subaru. I then was with him when we flew faster than Dan Checkoway's RV7. At that time Robert had the STi motor and I was even more impressed with this engine. Last week I got my first ride with the new H6 motor. The first thing I noticed was how smooth the engine was. Its AMAZING! You have never felt anything like it in a piston airplane. If any of you lurkers are on the fence take my word and get a ride, you'll be hooked.
Ryan
I recently did my BFR with a CFI who is a retired military pilot. He was the only CFI who would let me do it in my Glastar, the others were affiliated with an FBO and were obligated to push rental time in a Cessna. He had never seen an Eggenfellner conversion, nor had he seen a Quinti hub with a computer controlled unit. He was amazed. As we taxied down to the start of the runway I did my fuel pump and over-ride checks on the run, so when we got to the run-up area I went to taxi straight out onto the runway. Woah! he said, what about the run-up? I replied that it was all done and in any case the engine computer was doing far more checks per second than I could ever do. We took the active runway and took off. He weighs 240 lbs, but we still left the runway a long way before where a C172 would lift off and climbed out at about 1000 fpm. As the prop controller reduced engine revs he asked what was reducing revs, so I told him it was fully automatic. After that he was sold and he was more interested in how the aircraft performed than what I did. He made me do landings on tiny strips just to see the Quinti/Egg combination do its stuff. There's no doubt, the Egg engine is so far advanced now that it looks like magic to the uninitiated. Needless to say the BFR was a done deal. Chris L. |
H-6 FROM THE INSIDE WITH 7 MAIN BEARINGS |
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| This engine is truly built like a
tank. look at the 7 individual webs running clear through
the case for support. |
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