Kingtech K180g Vs K210G, why buy a 180?
#1
Thread Starter
My Feedback: (11)
Kingtech K180g Vs K210G, why buy a 180?
I am in the market for a turbine to replace my P180RX for my skymaster mig. I havent flown the mig yet so I am not sure if the P180RX was enough or not.
I am looking at the kingtech, I've owned a couple and had decent success with them.
Looking at the K180 and K210, Is there a reason to even consider the 180G?
-The K210 puts out more thrust
-The K210 is lighter
-The K210 has a CNC compressor
-Fuel consumption is about the same (19.22 oz/min vs 20.8 oz/min)
-Cost is basically the same
-Same size can
What am I missing here? Maybe its the price tags that are throwing me off, they seem out of proportion?
I am not saying the 180 is overpriced or worthless Im just asking if I'm missing anything here.
One last question, I noticed dreamworks gives a store credit when buying a turbine, which is highly attractive. When they have run their black friday sales (10-15% off) do they still give the store credit during those sales? Its all about timing and getting the best deal.
If someone has a deal let me know.
Thanks!
I am looking at the kingtech, I've owned a couple and had decent success with them.
Looking at the K180 and K210, Is there a reason to even consider the 180G?
-The K210 puts out more thrust
-The K210 is lighter
-The K210 has a CNC compressor
-Fuel consumption is about the same (19.22 oz/min vs 20.8 oz/min)
-Cost is basically the same
-Same size can
What am I missing here? Maybe its the price tags that are throwing me off, they seem out of proportion?
I am not saying the 180 is overpriced or worthless Im just asking if I'm missing anything here.
One last question, I noticed dreamworks gives a store credit when buying a turbine, which is highly attractive. When they have run their black friday sales (10-15% off) do they still give the store credit during those sales? Its all about timing and getting the best deal.
If someone has a deal let me know.
Thanks!
Last edited by essyou35; 10-02-2014 at 07:37 AM.
#2
My Feedback: (9)
I would not by a 180 now since the 210 came out.
With the weight about the same I would take the 210. I got to fly a 210 at Kentucky and noticed it was burning less fuel per flight then the 180.
A big thing about the 210 also is it runs allot cooler. That means less wear and tear on the pipe and the turbine.
One thing to keep in mind is its about 47 pounds of thrust! So people need to use their throttle stick accordingly. Already had a friend blow his plane up in flight with the 210 flying it to hard. You need to pull that left stick back with the 210
With the weight about the same I would take the 210. I got to fly a 210 at Kentucky and noticed it was burning less fuel per flight then the 180.
A big thing about the 210 also is it runs allot cooler. That means less wear and tear on the pipe and the turbine.
One thing to keep in mind is its about 47 pounds of thrust! So people need to use their throttle stick accordingly. Already had a friend blow his plane up in flight with the 210 flying it to hard. You need to pull that left stick back with the 210
#4
My Feedback: (4)
I am not a big fan of the "use your left stick" approach to oversized engines. You should set up your planes to take full power whenever full power is called for. If your turbine is oversized, reduce the max RPM to your desired and safe thrust level
I fly a BVM mig 15 with a Cheetah. that is 31 pounds of thrust on a 22 pound airframe. So i lower the RPM's to bring it down to like 20 pounds or so. I can then use the full range of my throttle.
If you fly just one plane, maybe the left stick approach is ok, but if you are flying multiple planes, you can't be on a guessing mode all the time. This gets more exagerated when you are trying to fly precise aerobatics, where muscle memory is key
Net, my point, if you want a 210, go for it, it will be more versatile as you move it around airframes. but lower the max RPM's to the right thrust level for your aircraft.
BTW, a fun experiment is to ask a pilot their perceived stick position during flight. They will swear they are at 1/4 throttle when they really are at 3/4. You can't trust your perceived stick position to avoid blowing up your plane
Just my humble opinion
Jack
#5
My Feedback: (13)
I agree with the concept above, but recommend doing it with the radio setup, not the ECU max rpm. This allows to limit the top RPM for cruising, but keep the full thrust for takeoff and potential aborts during landing. Basically use the retract switch to change the throttle signal when retracts are up to limit the max RPM. You can use a condition delay so that the transition is smooth when hitting the retract switch.
#6
I wholeheartedly agree with Jack. I prefer to use the full range of the throttle stick and lowering the RPM or using a smaller engine allows me to do that.
To the original poster, I think you answered your own question. The prices are the same because Kingtech introduced the 210 at a low price to be competitive with other 210 engines. This made the 210 nearly the same price as the 180. Ultimately, the consumer has to choose between the engine that has been out for awhile (180) or the new engine (210). For what it's worth, I sold my 180rx and bought a Kingtech 210.
To the original poster, I think you answered your own question. The prices are the same because Kingtech introduced the 210 at a low price to be competitive with other 210 engines. This made the 210 nearly the same price as the 180. Ultimately, the consumer has to choose between the engine that has been out for awhile (180) or the new engine (210). For what it's worth, I sold my 180rx and bought a Kingtech 210.
Last edited by dubd; 10-02-2014 at 10:38 AM.
#8
My Feedback: (11)
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I agree with this on some levels but its really nice to have the power available when you make a stupid mistake and need to recover and if turning my engine down rather than moderating the throttle cost an airframe I'd be quite upsest
#11
My Feedback: (4)
I agree with the concept above, but recommend doing it with the radio setup, not the ECU max rpm. This allows to limit the top RPM for cruising, but keep the full thrust for takeoff and potential aborts during landing. Basically use the retract switch to change the throttle signal when retracts are up to limit the max RPM. You can use a condition delay so that the transition is smooth when hitting the retract switch.
#14
#24
I just purchased a jet legend F-16 G2 (or BVM F16). Originally i was going to go with a jet central rhino sp but now for the same cost, fuel consumption, size and weight i am going with the new rhino 200 which is rated at 45lbs of thrust. I am just going to turn down the max rpm to 38 lbs.......go big and you have room to grow into a bigger aircraft.
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