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Doesn't have to be the forever engine
Fuel injection, a 3 blade Catto and weight management and you'll be fine.
I fly a stock Cherokee 140 powered by a mid-time O-320 with a gross weight of 2150 lbs. On a hot day with two adults, full tanks and a < 2700 foot runway, I take off with 10 degrees of flaps until above the trees and at best climb speed and it does climbs slowly (< 500 ft/min). Your max gross will be 1800 (or is it 1850?). At that weight, my Cherokee, with way more drag, does fine but I've not flown at the elevations where you are located. If it gets you in the air sooner, why not? Upgrade to a 180/200 down the road after flying and saving money on fuel in the process. Maybe another great deal will show itself. |
It will work but be cautious of a sceeming deal.
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Lyc power charts tell a story
My two cents;
a low comp 150 hp can burn auto gas. at top overhaul time, you can bump to 160 hp, avgas. at takeoff, you will likely be making about 85 hp at 2150 rpm....less in heat & at density altitude, so the argument for a C/S or ground adjustable for summer ops can't be dismissed. and the screamin' deal ???.....it would be a shame if you found that the sump was wrong, and the fuel pump just didn't, and the mags were tired, and the carb sucked air, and the induction tubes too, and one valve was sticky, one or two lord mounts were toast....etc. etc. so factor those possibilities into 'the deal'. :) I have a 150 F/P and like it light & simple. would I like more power? :rolleyes: |
Thanks Perry, I am being cautious of this deal. Here is what it is.
Its a 0 time Major overhaul, and has yellowtags. Which i know still could prove an issue. However its been sitting since 2001, the owner said i can come over and send a scope down it, or he would tear it down and send pics of crankshaft for me, which is a big concern for me. I would change the mags to a electronic ignition. |
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It has been my experience that engines are a "pay me now or pay me later" deal. The inexpensive ones will need $$$$'s soon but the more expensive ones will give you much longer service without major $$$$'s. Fly the engine for a few years and it will end up costing you about the same regardless of initial price. |
It's all about the possibility of corrosion, at this point. If properly pickled, it should be fine. Borescope and/or pull one cylinder at a time to inspect. Take a knowledgeable person along.
If it is selling for around core value (6 to 8k), I don't see much of a down side but it could still exist. |
Let me suggest you picking up the 320 with this great price, then reselling it.
Keep the 2,4,6 thousand you'll gain on the flip and put it toward your newer 360. Just putting it out there. |
I bought a similar 0-320 (160hp) for my 6a. I ended up replacing the rings and found no corrosion. I bolted an aluminum fixed pitch prop on it. I've never gotten the climb performance others talk about, but cruise performance is pretty good. No engine problems after 360 hrs on my plane. I'm fantasizing about a CS prop. It's a definite risk, but I'd do it again, but with a different prop. John
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The possibility of cam and or lifter corrosion in a Lyc that's been sitting unflown for years is a real concern.
Also a CS prop on a 320 engine is a game changer. That really helps a great deal on a 320 equipped RV over a fixed pitch or even a ground adjustable prop. |
My RV7 has 180+Hp and a CS prop. The RV8 I am building is getting an IO-375 and CS prop. You can figure out what I think. Someone else nearby just took the fixed pitch prop off his RV7 and installed a CS.
Assuming it is a good engine, the O-320 is a screaming deal because no one wants them. We have a guy not far from here with an overhauled one. He can't get $10k for it. There are plenty of other deals around. Look for someone who is pulling an O-360-A4M off an Archer. |
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