I've owned a 2000 182S (Lycoming IO-540, 235hp) that was well maintained before my purchase and throughout my ownership. I replaced an alternator and a vacuum pump, tires and tubes in 2.5 years/322hrs. Annuals were $1600? plus any minor discrepancy/oil change etc. I cruised at 141-143kts at 8,000-10,000'/13.2-13.6gph. The club 1981 T182RG in same hangar as mine had annuals that were $2400, IIRC, plus discrepancies...of which there were many (expected on an older aircraft but the pricy ones were related to the gear system). The engine was higher time than mine, and a bit tired, and the cruise was around 130-135 at 6,000'. It was not as well maintained as my 182 in that they did not repair discrepancies unless it was an airworthiness issue, it seemed. In my comparison, I was way ahead with a restart FG 182 in operational costs and at least as fast, but usually faster, in cruise. A T182RG, in top condition, at 10,000 should cruise closer to 150kts TAS in standard conditions but it would not be faster enough on my trips to justify the increased maintenance and reduced dispatch reliability.

I don’t know what the book says for a TR182, but it’s gotta be faster than that. Top TAS for the NA model is 156 kn on a standard day. I can’t remember if that’s at 8000 or 10,000, but I see speeds close to that.

If that plane was only doing 150 kn true on a standard day, either they pulled the power back or that engine was pretty wheezy.

I owned a 79 TR182 for 9 years and about 700 hours. I consistently trued 160KTS at 8-10K and would see an honest 170KTAS at 15K. This was at a relaxed power setting of 23-23 which was about 65% power. It was a great airplane with low maintenance requirements. You could literally load it back to front and still be in CG. Not a Bonanza but a very honest, solid bird.

The CG range in the R182 is pretty awesome.

The first time I took it to Oshkosh I was a little bit worried about how I would load it. After a while, I decided to calculate it if I just put all 300 pounds of stuff in the hat shelf. Even with my fat butt, six hours of gas, and my kid, I was still 100 pounds under Max and within the CG range.

No, I don’t worry at all.

I didn’t fly it but those that did said the engine was a bit tired.

I talked to Avemco about a 206. They said they can't insure me for 6 seats, but if I take one seat out I'll be fine. I'll probably fly with just four seats and a lot of cargo room. Insurance is higher, but proportional to the higher hull value vs my 170.

I've spent the last few years trying to decide if I was right or not thinking along the same lines.. as I entertained the idea of selling my 182Q and getting an RG. I ultimately decided that keeping it simple was the best way to go.

With the above in mind, I decided to work with my airplane to make it as fast as an RG.. it's been some work and investment, but works super well...(155 KTAS) We call it the "Super Q"

Whoa. That's impressive! And you get a big more cargo room than the RG.

What all did you have to do to get that extra speed? That's close to 20 knots over the standard Q, right?

Whoa. That's impressive! And you get a big more cargo room than the RG.

What all did you have to do to get that extra speed? That's close to 20 knots over the standard Q, right?

John
I had a new saddle ordered for a 210G 2 years ago and Cessna wanted $7k , the owner gulped and said OK. Wentworth found a used new style right after I ordered and Cessna let me cancel the order. Don't remember which side but the other one was $6k. Good luck finding one, I called about 30 sources and no one had any.
Alan