VansAirForceForums  
Home > VansAirForceForums

-POSTING RULES
-Advertise in here!
- Today's Posts | Insert Pics

Keep VAF Going
Donate methods

Point your
camera app here
to donate fast.

  #1  
Old 08-09-2009, 09:26 AM
IowaRV9Dreamer's Avatar
IowaRV9Dreamer IowaRV9Dreamer is offline
 
Join Date: Jan 2005
Location: Marion IA
Posts: 1,116
Question which carb do I want for an O-320-E2A

The Lycoming Parts Catalog lists four different carb part numbers for my O-320-E2A. They are all MA-4SPA, but have the following numbers:
10-3678-32
10-4910
10-5009
10-5135 - UPDATE - I found a previous post that recommended this one as the "richest" of the bunch, which will help for both 160HP and for Vans higher airflows.... so I guess I'm all set. Sorry I couldn't find the way to delete a post.

Does this mean any will work and be legal for a certified engine?

Also, if I convert to 160HP pistons will that influence my choice?

Thanks for any info,
__________________
Dave Gribble VAF #232
Building RV-9A N149DG (slider, IO-320, IFR)
Restored and Flying Beech Super III N3698Q
Marion IA

Struggling with fiberglass

There is no sport equal to that which aviators enjoy while being carried through the air on great white wings." Wilbur Wright, 1905

Last edited by IowaRV9Dreamer : 08-09-2009 at 11:25 AM. Reason: found the answer
Reply With Quote
  #2  
Old 08-09-2009, 02:28 PM
Fearless's Avatar
Fearless Fearless is offline
 
Join Date: Aug 2006
Location: Crestwood, KY
Posts: 848
Default My O-320 D model uses the 10-5135 carb

Dave,

My O-320 160 hp D3G model uses the 10-5135 one according to the parts list I have. If you can find the parts list for your engine it should say. The parts list I have is for B and D models. I asked for a link for the parts list on this forum and someone replied back with the site I downloaded for my Lycoming model.
__________________
Mike
RV-9A Based K6I2
Flying - out of Phase 1
Building RV-12 with brother
Reply With Quote
  #3  
Old 08-09-2009, 02:39 PM
LifeofReiley's Avatar
LifeofReiley LifeofReiley is offline
 
Join Date: Jan 2005
Location: Round Rock, TX
Posts: 3,779
Default

I wouldn't necessarily delete the post/thread... others can learn from it.
__________________
Reiley
Retired N622DR - Serial #V7A1467
VAF# 671
Repeat Offender / Race 007
Friend of the RV-1

Last edited by LifeofReiley : 08-10-2009 at 07:10 AM.
Reply With Quote
  #4  
Old 08-09-2009, 02:45 PM
penguin penguin is offline
 
Join Date: Jan 2005
Location: England
Posts: 1,132
Default

The certified part numbers are not always helpful because - as has been said before - the Van's airbox flows more air than any certified airbox, so the carb tends to run leaner. That's often why the 5135 is recommended. My experience on converting to 160hp was that I needed all the fuel I could get!

Pete
Reply With Quote
  #5  
Old 08-09-2009, 04:02 PM
IowaRV9Dreamer's Avatar
IowaRV9Dreamer IowaRV9Dreamer is offline
 
Join Date: Jan 2005
Location: Marion IA
Posts: 1,116
Default

Quote:
Originally Posted by Fearless View Post
My O-320 160 hp D3G model uses the 10-5135 one according to the parts list I have. If you can find the parts list for your engine it should say. The parts list I have is for B and D models
My parts list is for -A and -E models, and it lists all 4 part numbers as applicable to my -E2A. That's why I'm confused. Seems funny that I can use one of 4 carbs and still be a certified engine... but maybe it's because the same engine was used by different airframes? I wonder what the difference is? I'm going to email Tempest and find out.
__________________
Dave Gribble VAF #232
Building RV-9A N149DG (slider, IO-320, IFR)
Restored and Flying Beech Super III N3698Q
Marion IA

Struggling with fiberglass

There is no sport equal to that which aviators enjoy while being carried through the air on great white wings." Wilbur Wright, 1905
Reply With Quote
  #6  
Old 08-09-2009, 08:00 PM
wv4i wv4i is offline
 
Join Date: Jan 2005
Location: Palm Beach County, FL
Posts: 304
Default TCDS has carb number/model?

Would the Type Cert Data Sheet have the carb number for a given engine? And do you really need a rejetted carb on a RV? Mine works fine as is.

Also, Lycoming says it's a no-no to simply go with high compression pistons to raise a 150hp engine to 160hp, boost comp to 8.5:1....If that's what we're talking about here.

Lyc even points out that simply hanging fuel injection on a carb'ed engine is a no-no.

Do people do this stuff all the time? Perhaps. The Lycoming Flyer gets into a lengthy discussion on these topics, the whys and the why nots.
__________________
Link McGarity
Wellington, FL (FD38)
RV6/N42GF bought flying, sold
RV6/N72AT bought flying, sold
B737-800/NxxxAN
Sonex TD w/Aerovee/N732SX bought flying
Reply With Quote
  #7  
Old 08-09-2009, 10:30 PM
IowaRV9Dreamer's Avatar
IowaRV9Dreamer IowaRV9Dreamer is offline
 
Join Date: Jan 2005
Location: Marion IA
Posts: 1,116
Default

Quote:
Originally Posted by wv4i View Post
Would the Type Cert Data Sheet have the carb number for a given engine?
Nope - it seems to just call out the model number, not the part number.
Quote:
Originally Posted by wv4i View Post
Also, Lycoming says it's a no-no to simply go with high compression pistons to raise a 150hp engine to 160hp, boost comp to 8.5:1....If that's what we're talking about here.
Hmm... I'm not sure what you are referring to? How does Lycoming "say" not to change pistons to increase HP?

I'm planning on converting my -E2A from 150HP to 160HP by changing pistons (and wrist pins and cylinders), and I believe I will have a legal, certified engine when I'm done. That is because I plan to implement this STC, which I think is actually this STC. I believe it essentially converts an E2A to a D2A. Note that the STC applicability list only includes a couple of O-320-Exx engines. Note also that the STC apparently changes the carb, which was the original question.
Quote:
Originally Posted by wv4i View Post
Do people do this stuff all the time? Perhaps. The Lycoming Flyer gets into a lengthy discussion on these topics, the whys and the why nots.
I found the following in the Flyer Key Reprints:
Lycoming builds O-320 engines that produce 150 HP or 160 HP. The 150 HP O-320-E series engines operate at a compression ratio of 7.0:1. The O-320-D series has high-compression pistons which raise the compression ratio to 8.5:1, and increase rated output to 160 HP. Those who believe that the pistons are the only difference in these engines will be disappointed if they plan to upgrade their O-320-E to the higher horsepower by simply changing pistons. Many models in the O-320-E series were designed for economy. Thousands of these low-compression engines were built with plain steel cylinder barrels instead of the nitrided barrels used in the O-320-D series engines. They also had two narrow bearings instead of one long front main bearing. The engines were certified at 150 HP and were not intended to withstand the additional stress of higher horsepower.

The way I read it is that some E series engines can be converted, and some cannot. Looks like Lycoming wants to you have the large main front bearing, and nitrided cylinders. I think I'll be good to go on both counts.
__________________
Dave Gribble VAF #232
Building RV-9A N149DG (slider, IO-320, IFR)
Restored and Flying Beech Super III N3698Q
Marion IA

Struggling with fiberglass

There is no sport equal to that which aviators enjoy while being carried through the air on great white wings." Wilbur Wright, 1905
Reply With Quote
  #8  
Old 08-10-2009, 01:24 AM
penguin penguin is offline
 
Join Date: Jan 2005
Location: England
Posts: 1,132
Default

(Slightly OT) While all that has been quoted has been stated by Lycoming it is not necessarily borne out by experience. Lycoming is not in the business of helping builders to modify their engines away from TC standard. Years of field experience has shown that, for the number of hours that the average homebuilt flies, modifying and E series O-320 to 160hp by fitting high compression pistons works just fine. A better solution is to fit 160hp cylinder assemblies. Most people leave the front bearing the same and don't have any problems. The same applies for fitting Fuel Injection. Its not cheap but perfectly possible, Airflow Performance have kits to use the primer port if your cylinders don't have injection ports drilled. All these changes are a well trodden path.

Pete
Reply With Quote
  #9  
Old 08-10-2009, 05:42 AM
Fearless's Avatar
Fearless Fearless is offline
 
Join Date: Aug 2006
Location: Crestwood, KY
Posts: 848
Default Do you have the longer forward main bearing?

Dave,

Do you know if you have the longer forward main bearing on your engine? I see where you posted you thought you were good to go but just wanted to reinforce that would be preferred for the higher horsepower.

While rebuilding my engine I had to change cases and the two rear bearings were different even though I was using the same series of cases. I didn't discover this until I split the cases apart ready to get the crank in. I had ordered the bearings based on the previous cases after miking the crank. It took about four phone calls between myself, the parts supplier and serviced case supplier until I got the correct ones for my serviced replacement cases.
__________________
Mike
RV-9A Based K6I2
Flying - out of Phase 1
Building RV-12 with brother
Reply With Quote
  #10  
Old 08-10-2009, 07:39 AM
Daver Daver is offline
 
Join Date: Nov 2006
Location: Albuquerque
Posts: 297
Default E2A carb

FWIW my o-320E2A has a 10-5009 carb.

Dave
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 12:36 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.