Does anyone here have experience with the Revmaster R-2100D Turbo in a Q2
at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been warned by
a local pilot the Revmaster is probably not adequate for the altitude here.
I'm wondering if a turbo charger might at least make up for the horse power
lost at the engine due to altitude. It would not make up for the density
altitude of course. But I'm wondering if getting peak HP out of this motor
at all altitudes would be enough to overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)

Does anyone here have experience with the Revmaster R-2100D Turbo in a Q2 at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been warned by a local pilot the Revmaster is probably not adequate for the altitude here. I'm wondering if a turbo charger might at least make up for the horse power lost at the engine due to altitude. It would not make up for the density altitude of course. But I'm wondering if getting peak HP out of this motor at all altitudes would be enough to overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)

You might take this question over to the VW list, esp. questions about
longevity of Turbo VWs. The problem with "getting peak HP out of this
motor at all altitudes" is that VW heads have cooling trouble above
40-50 hp. There may be an answer for cooling problems someday but not
currently.

You should look at Paul Spackman's posts in the archives. He had a
Revmaster (non-turbo) in Casper WY, converted to a Jabiru 3300 and seems
very happy. So there is an option if you start with the Revmaster and
are not happy. Of course it costs $$$.

If you go VW/Revmaster keep it light!

Mike Perry

bin.echo wrote:

Does anyone here have experience with the Revmaster R-2100D Turbo in a
Q2 at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been
warned by a local pilot the Revmaster is probably not adequate for the
altitude here. I'm wondering if a turbo charger might at least make up
for the horse power lost at the engine due to altitude. It would not
make up for the density altitude of course. But I'm wondering if
getting peak HP out of this motor at all altitudes would be enough to
overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)

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My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and did just fine. It did better before I rebuilt the engine and lost the high compression pistons.
Bruce

Bruce,

Is that at Gross weight? What altitude were you able to achieve on your normally aspirated R-2100? (The high compression version) What clime rate are we talking about on take off from the high altitude air ports?

Keep in mind I'm asking about an R-2100 on a Q2. It has VGs but that still might not be enough to make up for the GU canard compared to the Q200.

Having owned one, a local pilot was very dubious about the ability of the R-2100 at to cut it at 6000 MSL + But perhaps there was something wrong with eh configuration of his engine? I'm trying to collect as many data points as I can here.

-Aaron
(Investigating Q2 ownership in Albuquerque)

--- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>, "jcrain2@..." <jcrain2@...> wrote:

My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and

did just fine. It did better before I rebuilt the engine and lost the high compression pistons.

Bruce

I have a Continental 0200A and the temp was around 45 to 55 F I believe. Don't remember the climb rate but did note that it was not very good and I had to work at getting around some peaks on the west end of the field at Gallup, NM.

Another factor in the equation is I have an MT Electric pitch prop so I can dial in higher rpm to get off and climb out. Big factor! I also built 228' wind and canard for more wing area. So we are perhaps comparing "apples to oranges".
Bruce

Wow yeah. Apples to Oranges. If you had a hard time climbing out I can see why I was warned about the Revmaster (and fixed prop) at this altitude. Your rig is pretty tweaked out by comparison.

Thanks for the info. It is very informative.

Are the longer wings a QAC endorsed variation or something you did on your own initiative?

-Aaron

--- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>, "jcrain2@..." <jcrain2@...> wrote:

I have a Continental 0200A and the temp was around 45 to 55 F I

believe. Don't remember the climb rate but did note that it was not very good and I had to work at getting around some peaks on the west end of the field at Gallup, NM.

Another factor in the equation is I have an MT Electric pitch prop

so I can dial in higher rpm to get off and climb out. Big factor! I also built 228' wind and canard for more wing area. So we are perhaps comparing "apples to oranges".

Bruce

Bruce,

Is that at Gross weight? What altitude were you able to achieve on your normally aspirated R-2100? (The high compression version) What clime rate are we talking about on take off from the high altitude air ports?

Keep in mind I'm asking about an R-2100 on a Q2. It has VGs but that still might not be enough to make up for the GU canard compared to the Q200.

Having owned one, a local pilot was very dubious about the ability of the R-2100 at to cut it at 6000 MSL + But perhaps there was something wrong with eh configuration of his engine? I'm trying to collect as many data points as I can here.

-Aaron
(Investigating Q2 ownership in Albuquerque)


--- In Q-LIST@..., "jcrain2@..." <jcrain2@...> wrote:

My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and did just fine. It did better before I rebuilt the engine and lost the high compression pistons.
Bruce