Lycoming performance charts show that with 18 inches of manifold pressure a carbureted 320 with 8.5 compression ratio can make 107 hp, 67%, at 2,600 rpm burning 7.7 GPH. The comparable 360 can make the same hp at 2,250 rpm burning 7.0 GPH, 9% LESS than the 320. I normally cruise my 360 at or above 10,500’ at 1,850 rpm with the throttle ½ inch from wide open, where all egt’s peak at the same mixture setting. It yields over 200 mph TAS on 6 GPH. The plane has made 5 nonstop flights from Longmont Co, 30 mi NW of Denver, to Lakeland Florida. Last year we found favorable winds at 15,500. The plane took two adults, bags and camping gear 1,571 sm, in 6.7 hours, (234 mph), burning 35.0 gallons, (5.2 gph, 44.9 mpg). We landed with 21.0 gallons (4.0 hrs) remaining. It made one nonstop flight from Lakeland Fl to Longmont Co in 8.6 hrs (183 mph) burning 46.4 gallons (5.4 gph, 33.9 mpg) and
landed with 9.6 gallons (1.8 hr) remaining. These numbers include over 30 minutes of diversion and back tracking to climb over a front I could not get under in the Florida panhandle. It is a simple VFR plane built as clean and light (1,015 lbs) as I could make it. You can have the obvious advantages of the 360 as well as long range and low noise level if you are wiling to pull back to 320 power levels, or lower. Bill Hannahan
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