Cylinder condition

[Dan 57]

get my borescope out and take a peek at the cam

No need for a borescope if you’ll also remove a rear cylinder.
At the moment a mirror and flashlight are enough to inspect the lobes and tappets for the forward 2 cylinders. Pitting or galling are the enemies here.
Good luck 👍🏻

[DanH]

Kent, don't worry about it. Do a complete teardown. Send all the major components off to the inspection/rebuild shops, and order everything on Lycoming's replace-at-overhaul list.

New cylinders are worth the money. I would not install rebuilds if I had a choice. Cylinder head cracks and joint failures are mostly a function of stress cycles. Rebuilds don't turn back that particular clock.

Yes, I'm suggesting money saved at this point is false economy. Pulling the engine at some future point is, at a minimum, a huge PITA, and if you sell the airplane before then, you'll get less money. It's out and on the bench, so just build it to new spec and be happy long term.

[elev666]

Merry Christmas Kent ,
Nice old narrow deck engine you’ve found there ,, Along with everyone else’s comments if you are going to send those cases out to have them line bored or any mods done to them , IE the oil pump AD etc , look at modifying them to a dyna 1 mount, I don’t think I would leave them a conical as that’s what they look like in the photo !

[rocketbob]

1. This is an early wide deck IO-360, not a narrow deck.
2. Rings can wear to have full contact and be fine. You're gonna replace them anyways.
3. These are low time cylinders since last overhaul with little to no deposits.
4. Cylinders are lightly pitted and are glazed from what I can tell from the pics.
5. Overhauled cylinders are fine, especially angle valve, due to cost. New cylinders are unobtanium right now so your choices are limited.

[Vlad]

Bob quick question since we are on the subject. Why the color of my engine innards are different from Kent's?

[rocketbob]

Vlad steady diet of Aeroshell varnishes the insides.

[Vlad]

Originally Posted by rocketbob

Vlad steady diet of Aeroshell varnishes the insides.

Copy thanks Bob. I did use Aeroshell for first two years then switched to Phillips. I thought it was related to a blow by.

[kentlik]

Originally Posted by DanH

Kent, don't worry about it. Do a complete teardown. Send all the major components off to the inspection/rebuild shops, and order everything on Lycoming's replace-at-overhaul list.

New cylinders are worth the money. I would not install rebuilds if I had a choice. Cylinder head cracks and joint failures are mostly a function of stress cycles. Rebuilds don't turn back that particular clock.

Yes, I'm suggesting money saved at this point is false economy. Pulling the engine at some future point is, at a minimum, a huge PITA, and if you sell the airplane before then, you'll get less money. It's out and on the bench, so just build it to new spec and be happy long term.

OK, that is sound advice, Dan.

This is what I was intending until I saw the lead times on parts...whaa whaa whaa

The case has to go off to Divco to get the case recut to Dynafocal 1 specs as it is a Dynafocal 2 cut currently. I purchased this motor from a gentleman in Canada, it was advertised as an IO-360, turned out to be an HIO-360. Received a reduced price and a few bonus items as a result of that misunderstanding. I believe he really thought it was an IO.

The crank is the one part I am hoping to save and will get a look at it next week, I hope. I am jammed for time as I go out of town for work for a few months end of January.

Will throw up some additional photos as I continue disassembly.
This motor was a low timer but sat for too long...

Thanks again!

[kentlik]

Here is the mount configuration on the motor at present:

[IMG]HIO-360 by Kent Luttrell, on Flickr[/IMG]

FYI...

[DanH]

Originally Posted by kentlik

This is what I was intending until I saw the lead times on parts...

No big deal...you're a young man. More than a few guys here have quit buying green bananas.