My bad. I thought you also drove a UPDT
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I was at my flying club today and found out that the 2011 SR 22 G3 turbo is in for an overhaul. I was told that the engine alone was costing $87,000, and the prop overhaul was an additional 12,000! Is the SR 22 turbo Overhaul really over $100,000 these days??!!!
Well.
Thats probably factory pricing for A-Z …except for engine isolators, lock tabs, baffle repairs airframe engine compartment hoses, air filters and…
Wow!
That is the highest number I have seen…
-J-
No that’s pretty normal for a Turbo and accessories.
For what it’s worth, I bought my 22NA with 1700 hours on it, and no top work. It’s at 2110 now. There’s one valve we’re watching as it developed some asymmetry. I do fly my plane virtually identically to Rick, but it doesn’t seem particularly hard to get the cylinders to TBO.
Yes this is correct. Continental will push their Turbo (not TN) engine, which will be about $90,000 for the engine, then another $8-10k in parts for the STC to turn the TN into a T. Then there is the labor to install. Continental won’t sell you a NA engine to put on your TN, since installing the TAT components will void your Continental warranty.
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Im asking only due to curiosity as I used to fly a tat powered plane. If continental will not warranty an engine with TN (and I know this from personal experience) how did cirrus sell these for several years? Just guessing but did cirrus service the warranty? Again just a curious question.
As usual VREF is way off here. An IO-550N overhaul with new cylinders should be around $40k as stated, but list price for a factory new is under $53k and I’ve been paying around $46k for factory Rebuilts.
Thanks Ross, great information. I have a 1600 hour TN with just rebuilt turbos. If I were to get the factory rebuild (hypothetically, hopefully not too soon) does it include exhaust manifolds? Turbos?
From a value standpoint, am I better off with PowerMasters taking the time to rebuild my existing engine?
Jeff,
Your exhaust manifolds and turbo’s are not part of the engine, and would not be included in an overhaul or reman. You could send them out separately if they are in need of work.
If you had a TSIO-550, they would be new on a reman, but it would cost $85k.
There’s anecdotal evidence some of these engine shops build a better engine than continental, but I haven’t been able to tell the difference in practice and you are down for a long time during overhaul.
With a new/reman engine you are down for like 3 days.
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A Factory IO-550-N does not include these items, which is a good thing and a bad thing. It’s good if you have fresh turbos or other fresh equipment as you mention. It’s bad because it doesn’t include TN specific items such as the manifolds or fuel pump.
If downtime is highly important to you, you should schedule one of Jim Barker’s exchange engines or consider a Factory Exchange on either a N (with no warranty because of TN bolt on STC) or configuration change to the K engine, which includes paperwork and items, including MFD software, to make your airplane a T and includes a warranty. The K conversion is expensive, but it includes overhaul of all turbo components, which you’d have to add on to the factory N price to make apples to apples comparison.
Then, consider the claims the T is slower than the TN and really bang your head against the wall trying to make a decision.
We did the TSIO-550 conversion from TN recently. It was about $100k for the engine/kit plus $7k labor.
The kit came with all new turbos, exhaust, accessories, mounts, and baffling. It basically made everything forward of the firewall new.
The only downside other than cost is it runs hotter since the cowling doesn’t have as much cooling capacity as an actual 22T .
Curious how much hotter and if there is a discernible speed difference?
I’d say 30 degrees hotter but only 2-3 knots slower than the TN plant, so it’s faster than an average T
Interesting. I wouldn’t want 30 degrees hotter in climb or cruise on my plane…
I don’t have that many hours flying it so far (about 30) but I really like my TN. When I was shopping for this airplane I had one T I strongly considered buying, but my determination was that I preferred to stay with the TN if I could find the right one.
Given the costs involved, I’d have a hard time switching a TN to a T.
Hopefully when the time comes to overhaul/replace this engine, it will be on my terms in regards to where its done and when … I know that is simply not easy to guarantee. As such, I’m trying to be as prepared as possible to play the poker hand when it is dealt to me.
Chip, thanks for the answer that should have been obvious to me with regards to the headers. I knew that, but I wasn’t smart enough to think about it before asking. My airplane has a fair amount of new exhaust parts and the rebuild turbos, so leaning Powermasters overhaul at present.
To me my 2008 TN is one of my “forever airplanes” … I eventually want Ross to paint it and redo parts of the interior, but I need to make sure that roughly $35k of outlay doesn’t get in the way of funds to do the engine right whenever needed.
My G3 SR20 is not a “forever airplane” but man its a great airplane too it it helps me not worry about downtime when one needs to be worked on. Its not a forever airplane because I hope to build a KitFox one day to land on the grass strip (2KL) behind the lake house I’m about to close on… now that will be fun!
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Hello, just curious… after many years, how did the JB rebuild go from Sebring?
The TSIO engine has a lower compression ratio, so risks of catastrophic detonation/preigntion are much lower than a TN. So it’s not as high of a risk to push it a bit hotter.
Also no more waste gate rigging woes, and is stronger in the climb under the flight levels. Also runs smoother due to lower comp ratio. No more lugging or overboost the engine on the first flight of the day.
They both have pros and cons.
I’ve had several of both, and I personally prefer the TN, but recommend the T to the average pilot without a TN wizard around to take care of it.
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Sounds like the kit fox needs floats
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