Sandman993

Hoping we would get to read about some hands on experiences with the 10/1 stc. If we were lucky, maybe even hear about the cam stc at fwf... carusoam... those guys are based out of Loveland co. The stc is called horse power plus. A true firewall forward overhaul from anywhere is going to kick the sh** out of 30k. New hoses, overhauled starter/alt ... prop gov, mags etc. pretty much soup to nuts. Ouch! Then, add 6 or 7k for the two performance stc’s. This is painful to the checking acct. But I want this stuff and I’m willing to bear the financial pain to wake up the 201 that is already a magical machine. I’ll weigh in as I get more information... one thing that gives me pause is... with a couple of bad experiences (maybe just the one that could have been from a bad break in) posted from years ago and parrots causing it to practically go viral, I wonder if it could hurt my resale value someday when or if I want to sell. To break in a new engine, I believe it’s a must to monitor cht’s via a jpi or some 4 point system. My intended purpose for coming out of the shadows to post in the first place. if I do this, I’ll post the ongoing process and promise, if it doesn’t turn out to be the best thing since boneless chicken, I will share the good, the bad and the ugly, but from a hands on experience.

The Porsche engine was pretty good... single lever and smooth as silk... one of the main issues was this crazy up and down economy... they came into a bad time. The Porsche option was expensive too, but it wasn’t because they made junk.

Moot point... we can’t even have electronic ignition in our certified aircraft...much less a car engine. Yet. My point was simple, it doesn’t matter how much gas is onboard... that won’t make the propeller gov tell the prop to come off it’s stops in a takeoff run in order to take a bigger bite of molecules, unless you have the ponies to pull harder. That old fwf was still able to load the prop off the stops. That 201 was pulling 1300fpm within 30 seconds after we rotated. In pattern work, he can achieve 1,000ft agl at or before midfield downwind. We were operating at near sea level field... And no, that’s not a jumbo jet size pattern. Suffice it to say, I was impressed that a 2100 hr engine could go along like that. earlier, someone commented that our engines are inherently vibrating... my stock engine runs quite smoothly, but I’m in tune and my prop is balanced...I get comments regularly from other pilots that ride with me with just the occasional blood curdling screams. i do hope to see some other comments from folks that have the hp mod with a proper break in... you cannot manage our engine temps properly without a jpi or equivalent in my view.

25 hp added to 200 is more like 12+% increase. altitude is a horsepower bandit... high da’s are too. An extra 25 would certainly be welcomed trying to get off a 5,000+ ft msl runway! Ask anyone. to that other fellas mention of variable timing... I checked in via email with an electronic ignition outfit to pose the question of when they might offer that to our certified birds... the response by a fella named klaus was, buy an rv 10, which would make sense except I don’t want an airplane that was made in someone’s garage by a stranger. Besides, I like my magical Mooney.

Sorry, no one said ever that I was diplomatic when expressing a thought. I am however, willing to continue the discussion as I think fwf has had an indelible mark on their work via a few... some from here. I’m in the business of boats and I know all too well that you “can’t please everyone”. That said, I’m not here to say I know everything... except I too was thinking wow, that fwf bunch must be something. Then out of nowhere, an old fwf engine shows up with a timed out engine and smokes me in takeoff climb by 300fpm in what I think is a beater compared to my ship. Simply wanted to mention that. After my new hanger mate wiped the runway with my airplane... I thought maybe I should look into performance enhancements like that. I immediately received an onslaught of warnings from contemporaries on the evils of helicopter pistons!...and basically from info they got from a few peeps on the innerweb. Those helicopters must be falling out of the air by the dozens! Had I not seen it myself... I too would have thunk this 10-1 compression is too good to be true. my 201 runs great, but if there’s something out there that gives it 25hp... I want a closer look. All this bad press seems to perpetuate a maybe myth and it may just not be the case. Thanks for responding to my post.

Usually here just lurking, but this bugs me... Y’all are constantly dogging fwf... most have no experience with anything they do. Just about like going to Home Depot and asking the kid in the outside area how to grow a plant... or ask their competitors what they think... wow! i can only weigh in with this,... at the small country Airport in southeast Texas where I come and go, there is a 201 that just showed up recently, a 1978 J... his engine is beyond TBO with over 2100 and hours majored by fwf way back in 1991. I’m here to tell you his engine out performs my stock 201 with ney nozzles that runs like a top! His climb rate beats mine by several hundred fpm. Say what you want, it’s a free country, but in this real life example that I’ve seen for myself, it makes some here seem a bit moronic to keep parroting unverifiable, pass it around input... and I’ve noticed this tendency over almost every topic. Human nature I suppose.