Which basically means the RAM VII mod is a waste.

Since most operators, at least private operators, are more concerned about saving $$$ on AvGas, rather than ultimate performance, typical Ops tend to be 60% - 65%, often LOP as said above.

Since the RAM Mods only affect the TOP END of the performance curve, they have absolutely no effect on performance under 75% power .

The RAM mod gets you a higher take-off weight too, which we use all the time.

Ram VII provides an increased climb rate on one engine.

Shorter TO and increased UL.

And lower temps because of the improved cooling of induction air.

There are 2 other STCs for VGs that give you the higher MTOW, no need for RAM.

The "lower temps" has only to do with the induction thanks to a more generous intercooler, not the CHT or TiT which are the limiting values.

BTW: The bigger intercooler can be installed via STC without RAM.

Granted, firewalling the engine does improve TO but 2 minutes later you pull it back and now your right where you were without the mods.

Ram VII also has a larger and better Turbo. I have forgotten exactly but the VII will maintain max take off power to something like 20,000 feet.

The VII is a much better engine.

Max MP and RPM all the way to 25,000, continuous. Stock turbo is limited above 20,000. (310HP vs 335HP)

It is my impression the lower temps is one of the biggest strengths of the RAM VII, and yes, you can install the AA intercooler for that advantage. So to some extent I agree with Michael. The higher power available is not your cruise power, just take-off power and at high altitudes. The lower induction temps appear to also keep the CHTs down -- I never even get close to high CHTs. And I think this gives better margin from detonation. When I compare other RAM conversion charts to the VII, it looks to me that they are using more FF for the same power settings (maybe 3-6% different). It appears that the charts are made by RAM based on running ROP and keeping away from detonation.

I love the Ram VII engines. I’ve not flown anything else but if I were buying it would be a must. Also the GFC 600 changes everything. It’s an awesome upgrade too.

Then how do you know the difference between stock and RAM modified ?


At any rate, I am just pointing out that it's completely useless to spend $$$$ on increasing Fuel Flow (and FULL power) if in fact, you are MORE concerned about the $$$$ going out the tailpipe and choose to operate at a miserly 60% or 65% power setting ..., just saying.

Then how do you know the difference between stock and RAM modified ?


At any rate, I am just pointing out that it's completely useless to spend $$$$ on increasing Fuel Flow (and FULL power) if in fact, you are MORE concerned about the $$$$ going out the tailpipe and choose to operate at a miserly 60% or 65% power setting ..., just saying.

The one I fly is a RAM IV. Taking off heavy in the summer, I wouldn't want to give up 15hp a side; an extra 10 hp a side (the difference between a RAM IV and a RAM VII) would be nice.

All in, the fuel cost difference between running at 75% power and a lower power setting is a very small percentage of the total operating costs. We run at 75% power in cruise.

I enjoyed the extra climb and SE performance, plus cooler CHT’s above 190.
That’s were the extra money for a RamVII is worth it.

Agreed!

There's no point in carrying more, taking off shorter, climbing faster on two, climbing faster on one, climbing steeper, running cooler at the same speed...all totally useless!

It's like putting a 150 hp engine in a Super Cub instead of the stock 65 hp of the original. It only goes 10 knots faster! What's the point?

You should only install enough engine for your final cruise speed, and no more.

Is the 414A included in the wing SID program?