numbers

maules.com · Post by **maules.com** » Wed Jan 22, 2014 9:33 pm

The J 2400rpm higher compression engine is a little more economical than the B 2575rpm lower compression.
Ballpark numbers can be squeezed down with leaning.

TomD · Post by **TomD** » Thu Jan 23, 2014 7:50 am

At 20" and 2100 rpm at 9500 ft indicated, I burn right at 12 gph maybe a bit less.

TD

maules.com · Post by **maules.com** » Thu Jan 23, 2014 4:11 pm

You do well if getting a true 20" at 9500msl. Must be cold.
at 9500 pressure alt, 18.5" and 2100rpm on J engine is 129hp 55%
at 9500 pressure alt 18.3" and 2100rpm on B engine is 129hp 55%

J engine at 55% should be about 10.5gph.
Suspect your actual rpm is higher.

TomD · Post by **TomD** » Thu Jan 23, 2014 8:02 pm

doing this from memory.

Have to have a look.

I never get to 10.5 gph.

a64pilot · Post by **a64pilot** » Fri Jan 24, 2014 7:43 am

Jeremy's 10.5 GPH is real close. I have the Gami injectors and now the MVP-50 that calculates percent HP, but haven't noticed what it is at 9500.
I get my best speed at 9 to 11 thousand and best fuel economy as well.
Newer Maules like to fly higher than Cessna's, I assume it has to do with the wing?

I true out at about 134 KTS at that altitude

Loogie · Post by **Loogie** » Sun Jan 26, 2014 6:56 pm

Today, 5,500' 2300 RPM, 24 inches MP, 105 Kts, outside temp 32 deg at alt, Leaned out on a JPI, 8.2 GPH

MX-7-180B

Brenton C · Post by **Brenton C** » Thu Feb 06, 2014 10:19 am

I'm still flying with an instructor, mastering the tail wheel thing, so I have no idea. But I'm sure eager to know how my M5-210C will perform. Can it be run LOP, how high, how fast, how long can my bladder hold out . . . all those questions that will be helpful when planning to fly from Calgary to Vancouver BC, or Portland, through (over?) the mountains.

galtpilot · Post by **galtpilot** » Mon Feb 10, 2014 12:01 pm

I have a 1975 M5-210C flying in the Northern Illinois area. Last year I installed a JPI EDM830 engine moniter and Gami injectors. I've been playing with lean of peak operations and am seeing 8.5 gph at 24" and 2400rpm. I'm still nervous about running lean of peak but cylinder head temps are about 25-50 degrees cooler lean of peak. These nembers are at about 3000 feet which is where I normally fly here in the midwest.

Brenton C · Post by **Brenton C** » Mon Feb 10, 2014 12:42 pm

Thanks Galt -- that gives me some idea.

Hey I don't know if you've seen Mike Busch's Webinar on the EAA website -- he has a bunch, but has two on the whole business of running lean of peak.

Another member of this forum, somewhere, said to do the same thing as Busch, which is to lean all the way till the engine runs rough, then richen up just enough to run smooth. This'll place you safely lean of peak, without spending time in the "red box of doom".

Further to this, Busch argues to ignore EGT's completely, and focus on CHT which should be kept at or under 380. 400, he argues, should be your mental redline, disregarding the much higher temps Lycoming and Continental call red line.

I'll just add I have no expertise here -- I'm just trying to read up on this as much as I can.

Once I get a modern engine monitor, I'll be very interested to experiment with performing LOP in the standard way, and then do it the Mike Busch way, just so I know actually how far LOP his technique (just rich of roughness) gets me.

galtpilot · Post by **galtpilot** » Mon Feb 10, 2014 2:30 pm

I've read mike's articles with great interest and his method seems to work well. My cylinder temps never get over 310-320 using 24" and 2400 rpm. The engine monitor is the big trick. Without it I wouldn't do lean of peak. It's comforting to be able to see the cht for all 6 cylinders.

Brenton C · Post by **Brenton C** » Mon Feb 10, 2014 4:46 pm

I was looking at those jpi 730 and 830 s, but with a GEM 602 on board, I'm understanding an upgrade to an Insight G3 will save a bundle by making use of the probes already installed.

I'm glad to hear you can run such cool CHTs.

Ozy · Post by **Ozy** » Thu Feb 13, 2014 1:31 am

I'm still learning this aspect of flying, I mostly get around 9 gph at 21 squared at 2-3000 ft with a speed of 110kts in still air.
If i fly a distance I square at 22 and cruise at 120kts at 11gph, altitude of between 1500 to 6000.
I lean at 2 graduations (skinny) ROP. I find peak by slowly leaning until I hear the engine note change, feel the change in power, or see rpm drop. It all happens pretty much at the same time. I have the original egt.

truthinbeer · Post by **truthinbeer** » Thu Feb 13, 2014 1:35 pm

Hi Ozy, remember that these blokes are talking in US gallon terms (3.7851) and I imagine that you are talking in real imperial gallons (4.546l)?

Ozy · Post by **Ozy** » Thu Feb 13, 2014 10:41 pm

Getting my numbers from the instruments in HOG, original Maule installation
I think I'm talking the same quantities as other Maulers.
How is the flying going?

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