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Thread: Conversion from Lyc 150 to Lyc 160

  1. #1

    Conversion from Lyc 150 to Lyc 160

    >Does anyone know the STC that converts the Lycoming 150 to 160 HP. Has
    >anyone done it to the Beech 19 Sport? Sure would like to know who does it
    >so I can get a cost estimate.

    There are several companies that have offered High Compression conversions
    for the O-320 E series used in all the lower end 4 place models from
    Cessna, Piper, Grumman and even Beech.

    They all consist of the same basic work. A "parts manual" swap of 150 HP
    parts for the 160 HP parts used by Lycoming on the B and D series O-320s.

    The only unique thing about the several companies offerings is the models
    of plane that the altered engine can be installed on.

    You remove the cylinders and pistons and replace with the High Compression
    75089 pistons and either new cylinders with hardened barrels or chrome your
    old ones.

    A note about "hardened barrels". Lycoming Nitrides the barrels, which
    provides the best hardness and wear resistance, but it is only a few
    thousandths deep, and is well known to be subject to corrosion pitting if
    used infrequently. ECI has their Titan cylinders with a plasma sprayed
    coating called CermiNil that has very high wear resistance, and it protects
    the steel underneath from corrosion and provides an oil wetted surface for
    the rings to ride on. Superior has a "through hardened" alloy for their
    cylinder barrels, and it has no resistant coating to protect against
    pitting during periods of inactivity AND it is not hard like Lycoming's
    Nitride process, and there have been many reports of premature barrel wear
    from "soft" metal in the barrels. I looked at a set recently that were
    apart at 200 hours and had RIDGES worn in the cylinder that exactly matched
    the pattern of the fins on the outside. One could SEE the ridges and FEEL
    them with the fingers.

    Choose wisely when buying new cylinders. Saving $30 on the purchase can
    come back to haunt you with many thousands of dollars in maintenance and
    replacement.

    If done at OH when all these parts are going to be removed anyway, it is
    only the incremental difference between the non-hardened cylinders on the
    low compression engines and the hardened ones on the high compression
    engines. Lycoming no longer makes the non-hardened cylinders, as they
    figured out it was expensive to stock 2 part numbers when one would cover
    the application. So the only REAL difference in a new or reman Lycoming
    engine in the O-320 E series and the O-320 D series is the piston and pin
    for each cylinder.

    So at OH, the cost difference is just the STC cost.

    If doing it when NOT at OH, then 4 cylinder assemblies in the $1000 each
    range and about 12 hours of shop labor, plus any hardware or additional
    work that is encountered in pulling the cylinders.

    Some have found that they were able to buy the STC for the ENGINE, and then
    get the local FSDO to approve the installation of the modified engine with
    a Field Approval. An STC is required if you increase the engine HP by more
    than 10%, so this slides under the limit at 10 HP, and about 8% increase.

    How easy this is depends mostly on the mechanic you pick, and his working
    relationship with the local FSDO. As any FSDO inspector will tell you,
    there are some mechanics under their supervision that they trust, and some
    that they DON'T. So choose wisely, and perhaps even go to the FSDO and ask
    for a recommendation of a mechanic to perform this work.

    Bob Steward, A&P IA
    Lycoming Alumnus, Class of '99
    Birmingham, AL

  2. #2
    I recently had my B-19 overhauled. I went with the 160 horse package. I sent the cylinders off and had them cryotreated, polish and port and three angle valve job. The plane is like night and day. The engine I had was at 1860 on time and about thirty-three years old. This engine now climbs out at max capacity and 50 degrees close to 1000 feet per minute. Before if I got 400 feet per minute I was doing good. I can't wait for powerflow to start shipping. I think it will actually let the engine utilize the valve job. If you know the right mechanics you can turn the beech sport into a respectable plane. I rerigged recently and now get a top speed of about 118 knots top end, and about 110 cruise. Better than 172's and piper 140's. Anyway if you have any questions give me a call or email me at whwilson1@yahoo.com. Phone is 682-465-6151.

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