Piper Cherokee 140 vs 180: Performance Differences

Comparing the Cherokee 140 versus 180 has gotten complicated with all the opinions and outdated information flying around. As someone who has flown both variants extensively, I learned everything there is to know about how that 40-horsepower difference affects real-world performance. Today, I am sharing it all with you.

Quick Answer: The Cherokee 140 has a 150 HP engine, cruises at 108 knots, and burns 7 GPH. The Cherokee 180 uses a 180 HP engine, cruises at 122 knots, and burns 9 GPH. The 180 climbs 400 fpm faster and carries 200 pounds more useful load. For training, the 140 is cheaper. For traveling, the 180 is worth the extra fuel cost.

Engine and Performance

The Cherokee 140 uses a Lycoming O-320 making 150 horsepower. Cruise speed tops out at 108-112 knots at 75% power. Climb rate averages 660 fpm at sea level. The airplane feels underpowered on hot days or with full fuel and passengers – that is just the reality.

The Cherokee 180 runs a Lycoming O-360 producing 180 horsepower. It cruises at 122-126 knots and climbs at 1,060 fpm. The extra power makes a noticeable difference on takeoff and climb-out. The 180 handles high density altitude much better than the 140. Probably should mention that I noticed this difference immediately the first time I flew a 180 after training in 140s.

Useful Load and Capacity

Cherokee 140s typically offer 860-920 pounds useful load. With four adults aboard, you are limited to partial fuel. The airplane works best as a two-person trainer. Full fuel at 50 gallons leaves 620 pounds for people and bags – not much room.

The Cherokee 180 provides 1,020-1,100 pounds useful load. You can carry four adults with reduced fuel, or two people with full tanks and plenty of baggage. The 180 serves as a practical cross-country machine where the 140 struggles. That is what makes the 180 so appealing to pilots who want more than just a trainer.

Operating Costs

Fuel consumption favors the 140. It burns 7-8 gallons per hour versus the 180 at 9-10 GPH. Over 100 hours annually, that is 1,500-2,000 dollars difference at current avgas prices. I am apparently one of those people who tracks costs obsessively, and those fuel savings work out for me as a time-builder while casual weekend pilots rarely notice.

Maintenance runs similar for both models. Annual inspections cost 1,500-2,500 dollars. Engine overhaul TBO is 2,000 hours for both. Reserve about 15-18 dollars per hour for engine replacement regardless of model.

Insurance premiums are nearly identical. Expect 1,200-1,800 dollars annually for hull coverage on either airplane.

Handling Characteristics

Both Cherokees fly similarly. The low wing provides stable flight in turbulence. Controls are heavier than Cessna spring-loaded systems but not unpleasant. The Cherokee rewards smooth inputs and does not tolerate ham-fisted flying.

The 140 feels slower in every phase. Pattern work requires earlier power additions. Climbs take longer. Cross-country flights drag on. The 180 extra speed makes trips noticeably quicker.

Ground handling is docile in both models. Nosewheel steers positively. Visibility over the nose is adequate during taxi. Braking works well without grabbing.

Which Should You Choose?

Buy the Cherokee 140 if you are primarily training, building time toward commercial minimums, or flying solo. The lower fuel burn adds up over hundreds of hours. Many flight schools prefer 140s for this reason.

Buy the Cherokee 180 if you plan cross-country trips, regularly fly with passengers, or operate from high-altitude airports. The performance increase justifies the extra 15-20 dollars per flight hour.

Market Considerations

Cherokee 140s sell for 35,000-55,000 dollars depending on condition and avionics. The 180 commands 45,000-70,000 dollars. Both hold value well if properly maintained.

Parts availability is excellent for both. Piper built thousands of Cherokees, and the aftermarket supports them fully. Finding a mechanic familiar with PA-28s is easy anywhere in the country.

The Cherokee 180 outsells the 140 on the used market. Buyers prefer the extra performance despite higher operating costs. If resale matters, the 180 moves faster when it is time to upgrade.