Have flown a few of both and most seem to make a considerable difference in performance at the 160 mark. More than you might think of as 10 HP.
+6.6 % is noticeable on take off and definitely when loaded up.If you notice any difference in power, it will be your imagination.
+6.6 % is noticeable on take off and definitely when loaded up.
I scratched myself bald-headed long ago, your turn...The engine guys I've talked to say increasing compression by one adds approx 4% HP. That's what Lycoming used to rate my 390 going from 8.9-1 to 10-1. Continental estimates are more conservative. How a 320 goes from 150 to 160 has never made sense to me.
Part of it is the requirement to use 100 octane rather than 80...How a 320 goes from 150 to 160 has never made sense to me.
I did not say that the higher octane produces more power. The higher octane is used to assist the rest of the upgrades to produce the power without damaging the engine.You believe higher octane produces more power?
It must. I can't tell you how many Barnstormer ads I've seen with parallel valve 360's that have been converted to injection and claiming to be 200 hp. I've actually called a couple pretending to be a potential buyer and asked how they got 200 hp. The answer was "By converting it to injection". Caveat emptor...DJ is correct, fuel injection doesn't add 20 hp to a 360 cubic inch Lycoming.
That's called "California horsepower"It must. I can't tell you how many Barnstormer ads I've seen with parallel valve 360's that have been converted to injection and claiming to be 200 hp. I've actually called a couple pretending to be a potential buyer and asked how they got 200 hp. The answer was "By converting it to injection". Caveat emptor...
Lycon has an stc for widedeck engines, narrow deck you’ll have to use lycoming’s service instruction and the parts book to change to a B-model