Today's Message Index:
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1. 06:14 AM - Re: Re: Converting IO-360 to O-360 (Rhonda Bewley)
2. 12:12 PM - IO-360 conversion to carb (Larry L. Tompkins, P.E.)
Message 1
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| Subject: | Re: Converting IO-360 to O-360 |
If they put 8.5:1 in it, that means they also changed the cylinders to
parallel head taking it from 200 hp to 180 per your assumption. You
cannot use the flat 8.5:1 piston in the angle head cylinder.
Rhonda Barrett-Bewley
________________________________
From: owner-lycomingengines-list-server@matronics.com
[mailto:owner-lycomingengines-list-server@matronics.com] On Behalf Of r
falstad
Sent: Wednesday, March 11, 2009 8:51 PM
Subject: LycomingEngines-List: Re: Converting IO-360 to O-360
For what it is worth, the GlaStar kit I bought partially completed came
with an engine that started out as a Lyc IO-360-A1A and was converted by
an overhaul shop to an O-360-"A1A". Because of the conversion, it is no
longer a type certified engine and can only be used in experimental
airplanes.
In addition to swapping out the fuel injection for a carburetor, it
appears that they changed out higher compression pistons, which if
memory serves are domed and produce about 8.7:1 compression to
flat-topped pistons that provide 8.5:1 compression.
Why do it? Two reasons: the original owner was an older gentleman who
wasn't familiar with fuel injection/was more comfortable with carbs and,
more importantly, "bumps" would have had to be added to the cowling to
provide sufficient clearance for the fuel injector tubes -- a lot of
fiberglass work.
The engine was originally built in the mid-1960's and the log books are
incomplete. But it has run strongly for the past ~170 hours. My best
guess is that it puts out about 180 HP, which is plenty of power for my
plane.
Best regards,
Bob
Message 2
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| Subject: | IO-360 conversion to carb |
I was not considering this swap, it has already been done on a flying
kit plane that is now for sale. TTAF & E is over 300 hrs.
My question was seeking input on issues to consider other than the carb
icing issue that I mentioned. If it still has 8.7:1 pistons as
represented, then it probably makes a little more than 180 HP but less
than a FI engine since the FI engine, at least theoretically has more
even fuel distribution. For the same reason, I would predict that the
carbed version would have slighly poorer fuel economy.
My question is really whether to live with it (as someone has for 300+
hrs.) if the alteration is reflected in the price or if the alteration
should be viewed as something that absolutely has to be reversed.
I apologize for not making a more detailed post in the first place.
Hopefully, this post is clear enough that you don't need to do any mind
reading.
Larry
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