Gentlemen,
I've owned two 180 HP Huskys and took delivery of a new 200 HP A1-C a year ago. The main reason I ordered a new plane was to get rid of that damn carburetor, carb heat, and the impossible to balance cylinder head temps. I changed baffles behind and in front of the cylinders and still wasn't happy with the result. The front baffles gave me more equal temps not by sending more air to the rear cylinders to cool them down, they just raised the temps of the two front cylinders a lot so they got closer to the rear cylinder temps. Not what I was looking for.
I'm not a float plane pilot (I'd like to be someday however), but there's a reason that 80% of new Husky's sold today are fuel injected 200 HP models. My plane starts instantly hot or cold, cylinder head and EGT temps are always even, oil temp is lower because the 200 has 2 oil coolers and a cowl flap which is big here in AZ, and fuel burn is just slightly lower. Climb rate is better, the plane is just slightly faster, and I don't have to worry about carburetor ice. The engine weight difference is 35lbs and the extra oil cooler and controllable cowl flap add another 10lbs. Add in noticeably smoother operation and it's no contest for this old man who uses 8.50 tires and doesn't fly into muddy, rocky, really tricky short strips. (If I did that I'd fly a 150K used Husky with a 180 and big tires).
Downside is +45 lbs and +50K. I love every Husky I've ever flown, 180 or 200. But given the choice and having considerable time in both, I really prefer the Fuel Injected 200. Happy New Year!
Chip
I've owned two 180 HP Huskys and took delivery of a new 200 HP A1-C a year ago. The main reason I ordered a new plane was to get rid of that damn carburetor, carb heat, and the impossible to balance cylinder head temps. I changed baffles behind and in front of the cylinders and still wasn't happy with the result. The front baffles gave me more equal temps not by sending more air to the rear cylinders to cool them down, they just raised the temps of the two front cylinders a lot so they got closer to the rear cylinder temps. Not what I was looking for.
I'm not a float plane pilot (I'd like to be someday however), but there's a reason that 80% of new Husky's sold today are fuel injected 200 HP models. My plane starts instantly hot or cold, cylinder head and EGT temps are always even, oil temp is lower because the 200 has 2 oil coolers and a cowl flap which is big here in AZ, and fuel burn is just slightly lower. Climb rate is better, the plane is just slightly faster, and I don't have to worry about carburetor ice. The engine weight difference is 35lbs and the extra oil cooler and controllable cowl flap add another 10lbs. Add in noticeably smoother operation and it's no contest for this old man who uses 8.50 tires and doesn't fly into muddy, rocky, really tricky short strips. (If I did that I'd fly a 150K used Husky with a 180 and big tires).
Downside is +45 lbs and +50K. I love every Husky I've ever flown, 180 or 200. But given the choice and having considerable time in both, I really prefer the Fuel Injected 200. Happy New Year!
Chip
