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  #1  
Old 01-11-2021, 12:54 PM
dmat dmat is offline
 
Join Date: Oct 2010
Location: Union County, NJ
Posts: 986
Default Trade: New Lycoming 0-320 High Compression Pistons

Hey Guys, got these on here but I decided to go a different direction.

Purchased these from Allan from Antisplat. They are new Lycoming Part# 14D23912 high compression pistons (8.5:1) for your O320. I believe these are the same pistons that come standard in the 160hop O-320-B2B out of the factory.

I am open to doing a trade for high compression pistons (9:1) for an O360.

Thanks,
D
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Last edited by dmat : 01-12-2021 at 10:20 AM.
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  #2  
Old 01-11-2021, 07:50 PM
Dorfie Dorfie is offline
 
Join Date: Aug 2009
Location: Lexington, KY
Posts: 463
Default -320 vs -360 compression ratio

14D23912 is 8.5:1 CR piston. 14D23914 is the 9:1 CR (used to be LW15357). This is true for the -360 and -540 parallel valve engines. I am not sure how this plays out with the -320. If these are in fact high compression for -320, I would appreciate confirmation from people who knows better. I only know this because I went through this very recently with -540 engine.
Johan
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  #3  
Old 01-12-2021, 10:16 AM
dmat dmat is offline
 
Join Date: Oct 2010
Location: Union County, NJ
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Default

Hi Dorfie,

The 8.5:1 pistons will convert your O320 from 150 to 160 hp.

This is what the 160hp O-320-B2B comes standard with off the assembly line at Lycoming.

All the best,
D
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Last edited by dmat : 01-12-2021 at 10:21 AM.
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  #4  
Old 01-12-2021, 11:47 AM
Dorfie Dorfie is offline
 
Join Date: Aug 2009
Location: Lexington, KY
Posts: 463
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Quote:
Originally Posted by dmat View Post
Hi Dorfie,

The 8.5:1 pistons will convert your O320 from 150 to 160 hp.

This is what the 160hp O-320-B2B comes standard with off the assembly line at Lycoming.

All the best,
D
DMAT,
Thank you. Much appreciated.
So I learn something more everyday!!
Johan
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  #5  
Old 01-12-2021, 07:04 PM
srothert srothert is offline
 
Join Date: Sep 2011
Location: Colorado Springs, CO
Posts: 32
Default

Here is a reprint from the "Lycoming Flyer Key Reprints", The "Same Engine Myth". It is worthwhile reading.
Steve



Questions that frequently are asked of Lycoming sales personnel, engineers, and technical representatives indicate that there is a myth regarding Lycoming piston engines. This myth seems to be prevalent among aircraft owners and aviation writers. In the minds of these individuals, each Lycoming engine series is essentially the same. For example, all 360 cubic inch displacement engines are inherently the same except for differences in fuel metering or turbocharging. The idea that these engines are the same is false. A few specific examples may help to put this myth to rest.

Lycoming builds O-320 engines that produce 150 HP or 160 HP. The 150 HP O-320-E series engines operate at 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 when 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 the purpose of keeping the cost down. 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.

Because of the similarity in designation, it would be easy to believe that the 0-360-A1A and the I0-360-A1A are the same engine except that the first engine has a carburetor and the second a fuel injection system. Here are some features of each engine for comparison. The O-360-A1A has a bottom mounted updraft carburetor, parallel valves, 8.5:1 compression ratio, and produces 180 HP. The IO-360-AlA features a horizontal front mounted fuel injector, angle valves, 8.7:1 compression ratio, and is rated at 200 HP. The IO-360-A1 also incorporates these design items which are not included in the 0-360: piston cooling nozzles, stronger crankshaft, tongue and groove connecting rods with stretch bolts, tuned intake system, and rotator type intake valves. There are actually few similarities except for the 360 cubic inch displacement.

There are individuals who have suggested that by putting 10:1 compression ratio pistons in an I0-360 engine, it could be the same as the HIO-360-D1A. These are some characteristics of the HI0-360-D1A helicopter engine that can be compared with the data on the I0-360 listed in the previous paragraph. To start, the HIO has conical rather than dynafocal mounts. The main bearing is a thick wall bearing instead of the thin wall, high crush bearing used in the IO-360. Other differences include: crankshaft designed for small crankpins, high speed camshaft, rear mounted RSA7AA1 fuel injector, large intake valves, and torsional vibration damper magneto drives.

Finally both the Navajo engines and the new turbocharged Lycoming used in the Mooney ELS are equipped with differential and density controllers that automatically set the maximum allowable horsepower when the throttle is advanced fully for takeoff. Some who have not taken the time to compare these engines have jumped to the conclusion that the TIO-540-AF1A which powers the Mooney TLS is simply a derated Navajo engine. This conclusion could hardly be more inaccurate. The most obvious difference, even to the complete novice can be seen by looking at the rocker box covers. The TIO-540-AF1A is rated at 270 HP and has parallel valve down exhaust cylinders. The Navajo series has three engines at 310 HP, 325 HP, and 350 HP. All have cylinders designed with up exhaust and angle valves. Other differences respectively in the 270 HP AF1A and the Navajo series engines are: small main bearing instead of large main bearing, 8.0:1 compression ratio rather than 7.3:1, inter cooled and nonintercooled, pressurized Slick magnetos versus Bendix/TCM magnetos, and an RSA5AD1 fuel injector in place of the RSA10AD1 injector. There are some other differences, but those comparisons listed should convince even the most skeptical that these engines are vastly different.

By making comparisons of various parts and accessories used in engine models which some individuals have considered to be much the same, it is possible to illustrate the differences. Although some Lycoming models are closely related, this cannot be assumed. A review of the engineering parts list for each engine model by a knowledgeable individual is the only sure way of establishing similarities and differences. For those who may have been taken in by the myth that all Lycoming engines of a particular displacement are very much the same, you are now armed with a better knowledge of this subject.
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  #6  
Old 01-14-2021, 12:50 PM
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avrojockey avrojockey is offline
 
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Location: Appleton, WI
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Quote:
Originally Posted by srothert View Post
Lycoming builds O-320 engines that produce 150 HP or 160 HP. The 150 HP O-320-E series engines operate at 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 when 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 the purpose of keeping the cost down. 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.
Not exactly a thorough risk assessment by the author. For example, an extra 10 ponies may give you better margin in critical stages of flight, and oil analysis could easily monitor bearing issues on that front journal. There are plenty -E2Ds flying around with 8.5 jugs, and these engines see overhaul for many more other reasons
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  #7  
Old Yesterday, 10:00 AM
srothert srothert is offline
 
Join Date: Sep 2011
Location: Colorado Springs, CO
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Tim,
I am not the author!!!! Lycoming Engine Company is the author and did the research. I am just presenting additional information to the group.

Steve
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