IO-360-A1B6

[High_Flyer]

Good morning,
Another engine question:
I have found a lycoming IO-360-A1B6 that was on a Cessna Cardinal (F 177 RG).
Question: are there any issues to mount this engine on a RV-7?
I know the RV-7 cowlings are tight around the engine but I believe the A1B6 has the same cylinders as the A1A?
Has anyone mounted this engine, the A1B6, on a RV-7?
What issues can I expect?
Thank you very much.
Alain.

[Mike H]

Lots of RV have used the IO-360-A1B6. In fact I do believe this is the "standard" angle valve version that Vans sells.

[jhrv7]

As far as I have been able to find the -A1B6 is the best angle valve engine there is for the RV-7. Especially with the counter weighted crankshaft. It's the engine I'm planning on using in my -7.

[Robert Anglin]

This is the engine that Van's used to fit the cowling, Motor mounts, intake snorkel, Baffles, and so on for the 200hp. RV-8 and 200hp. RV-7. Most all of the stuff in Van's catalog for the big "IO" is for this engine.
Most builders would love to have a good deal on a good clean engine of this type. Your airframe had this engine in mind as it's max weight and Hp. up front. So did my 8. Hope you found a good one.. Yours, R.E.A. #80888

[C-FAH Q]

Also, the c1e6 is a good choice. Put on a different sump and your good to go. The nice part is that the prop governor is at the front of the engine, freeing up some valuable space.

[High_Flyer]

Thanks a lot for all your replies.
Since yesterday I've learnt that the engine is an A1B6 D.

This is from wikipedia:
IO-360-A1B6D
200 hp (149 kW) at 2700 rpm, Minimum fuel grade 100 or 100LL avgas, compression ratio 8.70:1. Same as the A1B6 but with Bendix Series impulse coupling dual magnetos instead of two S-1200 Series magnetos.[4]

I think this means that there is only one output shaft for the magnetos. I want to adapt dual P-mags on my rv-7. How complicated would it be to modify the back of the engine for that?

And finally with this compression ratio 8.70:1 can this engine burn mogas?

My first choice would be the Aerosport IO-375, but recently the Euro took a big hit compared to the Dollar, so everything from the US is about 25% more expensive now than it was a year ago, so if I can secure a good deal with this A1B6D...

Thanks
Alain

[mahlon_r]

To convert an A1b6d to an A1b6 is a really big deal. It involves crankcase modification or replacement, changing all the gearing in the rear of the engine and replacing the accessory housing. Normally not economically feasible.
Good Luck,
Mahlon

[High_Flyer]

Originally Posted by mahlon_r

To convert an A1b6d to an A1b6 is a really big deal. It involves crankcase modification or replacement, changing all the gearing in the rear of the engine and replacing the accessory housing. Normally not economically feasible.
Good Luck,
Mahlon

Thanks a lot for the info, that was very helpful and saved me a lot of trouble.
Well, I guess I won't be buying this engine then...
it looks more and more likely that I'll have to save some $$ and get the Low compression IO-375 !
I think it's a better engine for the RV-7 anyways (lighter and mogas compatible).
In the meantime I still have a lot to do on the airframe.
Alain.

[pazmanyflyer]

Originally Posted by High_Flyer

Thanks a lot for the info, that was very helpful and saved me a lot of trouble.
Well, I guess I won't be buying this engine then...
it looks more and more likely that I'll have to save some $$ and get the Low compression IO-375 !
I think it's a better engine for the RV-7 anyways (lighter and mogas compatible).
In the meantime I still have a lot to do on the airframe.
Alain.

Be careful with a "lighter" engine and rear CG. I believe the 7 has the tendency to be tail heavy due to it being designed around the larger heavier 200 hp engine.

[Bill Palmer]

An option for the A1B6D is to install a dual electronic ignition system with two crank triggers (two forward or one forward plus one aft on the magneto drive). A second option is an electronic ignition with one forward crank trigger plus one magneto or P-Mag aft.