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Old 09-28-2018, 02:12 PM
tcoverst tcoverst is offline
Join Date: Sep 2018
Location: East Peoria, IL
Posts: 22
Default Engine questions

I am brand new and just starting to get my 9a kit ordered. So I have some time, but want to be able to keep my eye out for good used engines. I am sold on a Lycoming 320 overall. However, are there any resources where I can read about different models of this engine or does anyone have experience/preference to share with me. Specifically I am interested in knowing
1. Carbureted or Fuel injected
2. Can I get one bored for CS but use a fixed pitch at first until I decide if I want to upgrade?
3. Other key plusses or minuses to Lycoming 320 features.

Thanks for any thoughts or help you might have. I am happy to read existing threads too, I searched and did not find anything specific yet about this.
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Old 09-28-2018, 02:26 PM
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Walt Walt is offline
Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 5,058

If I were building a 9, I'd be looking at installing the Titan IO-340.
Used engines can be a gamble, if you can swing it you won't regret getting a new engine.
Walt Aronow, DFW, TX (52F)

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Old 09-28-2018, 02:46 PM
rvsxer rvsxer is offline
Join Date: May 2007
Location: Inver Grove Hgts, MN
Posts: 313

As far as the prop goes, I would order the engine set up for a CS propeller, with the governor drive and oil transfer line installed. Order a hollow crankshaft set up for a fixed-pitch prop. The governor drive then gets a special cover plate that bypasses the governor oil pressure (I have seen it but I don't have the part number handy).
If you decide to switch to a CS prop, all you will have to do is pull the front plug out of the crankshaft, install the rear plug, remove the governor drive cover and install the governor, and install a prop control cable from the panel to the governor. You will probably have to make a new spinner and change the engine prop drive bushings.

Whether or not you want to do this depends on how sure you are of eventually doing the conversion. Otherwise, just make sure you at least get a hollow crankshaft.
Mike Hilger
RV-6 N207AM w/G3X, 1,600 hours +
South St. Paul, MN (KSGS)
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Old 09-28-2018, 02:46 PM
tcoverst tcoverst is offline
Join Date: Sep 2018
Location: East Peoria, IL
Posts: 22

What is the advantage of the Titan io-340 in your opinion? I assume it is fuel-injected and has a bigger displacement so probably more HP?
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Old 09-28-2018, 02:54 PM
BobTurner BobTurner is offline
Join Date: Dec 2011
Location: Livermore, CA
Posts: 5,622

1. Carb or fuel injection: carbs are more common on the used market.
Carbs are cheaper than FI.
FI is easy to tune for LOP operation.
FI has no carb ice (but still need alternate air)
2. You need to look up the Lycoming specs for each specfic engine (the combination of letters/numbers after the 320). Some have hollow cranks and mounting pads for a governor, some donít.
BTW, a CS prop is heavier than a fixed pitch. Conversion may mean moving some weight around for balance reasons, e.g., battery from firewall to aft of baggage, etc.
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Old 09-28-2018, 03:09 PM
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JohnInReno JohnInReno is offline
Join Date: Jun 2005
Location: Prescott Valley/Chandler AZ
Posts: 324
Default Good choice

I am pushing 600 hours on my 9A. It has a Superior IO-320 with dual Pmags and a Whirlwind constant speed. Previously I put 250 hours on an RV4 with an O-320, regular mags, and a Prince P-tip prop.

The combination of Injection and C/S makes for efficient LOP cruise and the best climb performance. It also makes it easier to land because the prop acts like a big brake.

The downside is cost and hot start issues.

The opposite applies to the carbed fixed pitch.

Big decision - hope this helps.
John Morgensen
RV-9A N946PM 600+ hours since 2013
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Old 09-28-2018, 03:37 PM
Bevan Bevan is offline
Join Date: Sep 2007
Location: BC
Posts: 1,577

Originally Posted by JohnInReno View Post
I am pushing 600 hours on my 9A. It has a Superior IO-320 with dual Pmags.

The downside is cost and hot start issues.
Hot starts donít need to be a problem and are no reason to shy away from going with fuel injection. IMHO.

RV7A Flying
O-360-A1F6 (parallel valve) 180HP
Dual P-mags
Precision F.I. with AP purge valve
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Located in western Canada
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Old 09-28-2018, 04:08 PM
tcoverst tcoverst is offline
Join Date: Sep 2018
Location: East Peoria, IL
Posts: 22

You guys are all so helpful. Some really good thoughts here. I am off to research Lycoming 320 models! Leaning toward fuel injection. May stick with fixed pitch. Thanks
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Old 09-28-2018, 04:12 PM
Finley Atherton Finley Atherton is offline
Join Date: Nov 2005
Posts: 713

1020 hours on my 9A with an 0-320 and Hartzell CS. I have been happy with the overall performance and the c of g is just where I want it.
If I was doing it again I would consider an I0-360 with a Whirlwind CS prop (heavier engine, lighter prop).The main benefit would be a higher possible TAS (LOP). I have not run the numbers but I would think with a similar empty weight and c of g to my existing combination. You would most likely be aware that Vans does not recommend more than 160hp for the 9.

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Old 09-28-2018, 04:18 PM
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XOverZero XOverZero is offline
Join Date: Aug 2010
Location: Irvine, CA
Posts: 401

The basics are pretty much all here... Good hunting.
John Halcrow
Tustin, CA
RV-12 120682
Emp/TC done; Wings done; Fuse kit done

"History teaches us that men and nations behave wisely once they have exhausted all other alternatives." --Abba Eban
Paid up until Aug 2019
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