New here, hello and looking for advice on my options.

st8cop166 · Post by **st8cop166** » Tue Apr 29, 2014 7:14 am

Holy moley. I need to get some lessons from you on squeezing 5.8 out of mine. I have the CS but 8.8 is the best I can get. I guess I need to play around with it some more. It could be I'm running on more power though.

MAU MAU · Post by **MAU MAU** » Tue Apr 29, 2014 7:51 am

st8cop166 wrote:Holy moley. I need to get some lessons from you on squeezing 5.8 out of mine. I have the CS but 8.8 is the best I can get. I guess I need to play around with it some more. It could be I'm running on more power though.

I am usually pretty aggressive on leaning the engine even on the ground.

I use the JPI EDM-730 and a JPI Fuel Scan 450 utilizing two (2) separate fuel transducers and they both read the same regardless of power setting.

http://youtu.be/QrLXYsEBW5A

BamaMaule · Post by **BamaMaule** » Tue Apr 29, 2014 10:13 am

DavidB. wrote: I may have gotten spoiled and it's possible I wouldn't be happy with 180 HP.

Please don't make this determination until you've flown one. I'm in love with mine and have yet to find any performance limitations other than the pilot.

aero101 · Post by **aero101** » Tue Apr 29, 2014 10:53 am

At 2400 RPM I do about 8.5 to 8.8 GPH and around 2100 RPM I see around 5 to 5.5 GPH so we're pretty close to Mau Mau. That's leaned about 50F rich of lean on the EI Engine monitor... I highly recommend a multi cyl egt to monitor as there can be a pretty good spread in egt's until you get it near lean at which point mine tends to tighten up tolerances between cylinders...

DavidB. · Post by **DavidB.** » Tue Apr 29, 2014 12:19 pm

I really like 180 horse engines. It is easy to be led towards more power, yesterday I was almost convinced I need something with a 540, but I really do not want one.

Nose gear models are out for me, I LOVE flying taildraggers and I have been told I am not too bad at it so far.

I really like what I see for fuel burn on the 180 HP aircraft, and I like the purchase price, less overhaul cost and lighter weight.

Anyone have a Mogas STC? Where I live there are a couple places selling non-ethanol fuel, even 93 octane non-ethanol because we have a lot of boats here.

Post by **andy** » Tue Apr 29, 2014 12:39 pm

I've owned a 180hp 1986 MX-7-180 for 15 years. I get 8.5 - 10.0 gph depending on how much of a hurry I'm in. With bigger tires and unfaired ABW HD gear legs it's pretty draggy. Fuel burn goes up a lot faster than airspeed when I increase power, so I target 100 mph for cruise airspeed. I have the short-wing (30'10") version. Takeoff and climb in high density altitude conditions or when heavily loaded is when I wish I had an IO-540 and universal wing (32'9"). The 180 hp engines also vibrate more and are more prone to exhaust system cracking.

I love my 180hp but I think a fuel injected 235hp would be better for my missions.

Maule 9V · Post by **Maule 9V** » Tue Apr 29, 2014 2:38 pm

I have found the 210 hp IO-360 with the constant speed prop to be quite powerful, efficient, and smooth. Lean of peak operation (with GAMIs) is very efficient and easy on the engine. At 9,500 feet, 16 mpg is possible at 144 mph but I seldom go that high. Down low, going slow keeps things cheaper.

MauleWacko · Post by **MauleWacko** » Tue Apr 29, 2014 2:42 pm

John Ashcroft · Post by **John Ashcroft** » Tue Apr 29, 2014 3:08 pm

I spent the past 10 years or so flying Bonanza's thought they were the greatest light airplane money could buy, I kept mine at a 1200' strip and could cruise at 155kts at 47lph, then I bought the Maule up until recently (Mule), after I let it kick me a few times we became friends. After flying the Bonanza out of tight strips I was convinced that horsepower was my friend and so I bought an m5 235, if I turned the camera around you would see the huge grin on my face every time I open the tap.

BamaMaule · Post by **BamaMaule** » Tue Apr 29, 2014 4:47 pm

DavidB. wrote: Anyone have a Mogas STC? Where I live there are a couple places selling non-ethanol fuel, even 93 octane non-ethanol because we have a lot of boats here.

I have the STC and use Mogas. I usually mix it with 100LL but religiously filter and check each batch for alcohol. I like saving money at the pump but of equal concern to me was the future (or future price) of 100LL.

captnkirk · Post by **captnkirk** » Tue Apr 29, 2014 5:18 pm

Well let me throw in a good word for those orphan Franklin engines 220pulls my m4 along at 115 to120 kits burning around 10 gph. I can pull it back to 8 gph and get around 100 kits. I have a little better power to weight ratio over the m5 235 but the short wing may counter any t/o landing performance. I don't have enough time in the other models to speak with any authority. I will say the Franklin is smooth and I do love the performance I have. Good hunting the Maule is a great plane and the guys here are always willing to help.

Duane · Post by **Duane** » Tue Apr 29, 2014 5:46 pm

Anyone have a Mogas STC? Where I live there are a couple places selling non-ethanol fuel, even 93 octane non-ethanol because we have a lot of boats here.

David, Maule Flight holds the STC for Mogas for the 0-360's and the 0-540's. I'm sure 'Packin' Bryan can fill ya in on some details.

Mountain Doctor · Post by **Mountain Doctor** » Tue Apr 29, 2014 8:44 pm

The ability to run Mogas was a big factor in my choosing the 180. I have not done the STC because it's pretty pricey and Mogas not contaminated with alcohol is hard to find nowadays.

If I'm just flying to be flying (a worthwhile activity, BTW

) I dial it back to 2,100 RPM and lean to peak. It burns maybe 6 GPH like this but you are not going anywhere.

On days I'm flying just to fly, no need to go fast and burn money.

If I'm travelling, I run 65-75% and try to run at peak if the EGT's will stay below 380. Like this I get maybe 8-8.5 GPH at maybe 110 knots.

If it's hot and I need to burn more fuel to keep the cylinders cool it's maybe 9 GPH or so.

I flightplan for 10 GPH so I never have to get out and push.

Maulehigh · Post by **Maulehigh** » Wed Apr 30, 2014 6:37 am

As we're talking performance figures of 180HP types, at 23" / 2300 (not sure what % that equates to) I see 115kts IAS and flight plan at 9GPH.

I am only 5'6", relatively light and usually fly with my small (4-year old) son and full inbd tanks, so way under gross, but usually see between 1000-1500 FPM climb rate (SL - 2000') in a short-wing (30'10"), 180HP MX-7. I never worry about runway length as most strips here are over 1000 ft and I know we can easily get into / out of those.

I would be interested to see which has more performance (climb and cruise), an MX-7-180B with universal wing or a MX-7-235 with short wings. Anybody have experience to share?

DavidB. · Post by **DavidB.** » Wed Apr 30, 2014 10:15 am

Wow, If I can cruise 100-110 at 5 to 9 gallons, I would be very happy. If I wanted to go fast, I'd build me a Vans RV, but I want access to the backcountry and want to enjoy flying around slow.

The more I read from you guys the more I like the sound of a 180 HP aircraft. I also think I need to hold off a while and add some money to the fund so I can buy a universal wing model.

Where is a good guide to fuselage and wing changes by model?

New here, hello and looking for advice on my options.

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