Tim Long wrote:
1 - 160 hp conversion (this is almost the minimum we'd do)
2 - Powerflow exhaust (article in Plane and Pilot claims 20% power
improvement - can it be combined with #1?)
3 - 180 hp conversion


I've heard that #3 is very expensive. More than just getting an O-360
(180hp) overhauled.

My 140 has both #1 and #2. I also have the full Knots2U kit, Metco
wingtips, etc. It now performs fairly close (maybe a little short) to a
180's performance. Of course, this is still using it as a 1 or 2 person
plane, with occasional 3rd person. Since I fly mostly alone, I never
have a concern about performance, even on hot and muggy summer days. I
think that #1 and #2, plus some gap seal kit is the most cost effective
performance improvement. Another thing to consider adding would be the
Lasar ignition system.

Another topic for consideration is wheter you'll ever want to get the auto
gas STC. Converting to 160hp requires 100LL, but you can get the Petersen
STC, if you have the Powerflow exhaust. Apparently the stock 140 exhaust,
when combined with the 160hp upgrade, doesn't qualify (the exhaust is too
close to the firewall). Unfortunately, the Petersen STC costs almost
$1500. The higher compression requires changes to the fuel system,
including adding an additional electric pump (total of 2), in order to
avoid vapor lock. So, if you ever think you'd like to burn autogas, you'd
want to take this into consideration. Note that the 180hp lycoming also
has the higher compression pistons, so also requires the more expensive
STC (and mods) if you want to burn autogas. Also note that the use of
the Lasar ignition system also disqualifies you from using autogas.

For now, I'm still using 100LL.


--- Jay


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