O-320-E2A fuel

FlyingArcher · #1 12-24-2006, 10:21 AM

Hello,

I'm currently analyzing the opportunity to buy a used Lycoming O-320-E2A engine, and a question just popped: is this engine able to run with 100LL gasoline, or is it limited to its specs that indicate 80 octane gas?
If limited, is there any conversion process/parts to be able to burn 100LL?

The reason I'm asking is because this engine has been removed from its initial airframe in 1976 and safely stored since then.

Now, I've just read this article on Lycoming web site:
http://www.lycoming.textron.com/main...ionEngine.html
but I'd like to have other builders comments if possible.

Thank you, and Merry Christmas to all of you

painless · #2 12-24-2006, 11:31 AM

Dan:

I am running an 0320-E2D in my 6A. You can run 100LL with no problem, but I recommend that you

1) Use TCP, which is a lead scavenger. I use 1oz/10 gallons of fuel.

2) Lean your mixture while taxiing as well as in cruise, even below 5000'.

Doing these two things will help to eliminate lead fowling, which is the main problem with running 100LL in our engines that were designed for 80.

Hope this helps. Bonne chance!

Joyeux Noel

Regards,

Caveman · #3 12-24-2006, 03:31 PM

Daniel,
I have that same engine in a Cherokee. It runs fine on Auto gas or 100LL AVgas. Lean before taxiing if you use 100LL.

az_gila · #4 12-24-2006, 04:55 PM

..and use REM37BY plugs... they do help....

gil in Tucson

Low Pass · #5 12-24-2006, 09:44 PM

2nd on leaning. Lean aggressively.

Get a copy of the data certificate for the engine. Has lots of good info.

If you run on other than 100ll, make sure you don't have any issues with elastomers in the fuel system with respect to reformulated gasoline.

Got a -E2A on my -8 and it does just fine for me using 160-hp pistons and 100ll.

c177tx · #6 12-24-2006, 10:02 PM

I have the O320E2D in my 68 Cardinal, When I started flying it 15 years ago I was always fouling a plug or two. I was told to lean aggressively on the ground , and go with the REM37BY plugs. Since changing to the above I have flown for years with out a fouled plug. Just overhauled the engine with 2400 hours tt on it last year. Tore the engine down and found it to be in great condition. Had a major done and went with highcompression pistons. Runs great.

FlyingArcher · #7 12-26-2006, 01:37 AM

I'm always amazed by the quality and accuracy of the answers on this forum. There are so many knowledgeable people willing to share their experience, I hope I'll be able to give back something once I'm more experienced as a pilot and as a builder.
In my case, I can tell that VAN's owes one to this forum, because a big part of my decision to go with an RV-9A instead of another kit was motivated by the assurance that I would always find help and support here. I'm part of a builders team at my aeroclub, where we are currently building a Jabiru J-400 4-place composite kit, and I can tell you first hand that it's very difficult to find valuable information either from the manufacturer or from other builders.

Thanks again to you, and to Doug Reeves for keeping this site alive.

Oh, by the way, I think I've found my perfect Christmas gift with this engine I was looking at

FlyingArcher · #8 12-29-2006, 02:35 AM

Quote:

Originally Posted by Caveman

Daniel,
I have that same engine in a Cherokee. It runs fine on Auto gas or 100LL AVgas. Lean before taxiing if you use 100LL.

Hi Joe,

You mention running on Auto gas. Could you please expand a bit more on this topic, like information on which grade you use, how often, precautions, etc...
Here in France, autogas is about 40% cheaper than 100LL, so you caught my attention here. If I hadn't found this very nicely maintained O-320, I was seriously considering a Jabiru 3300 mostly because of operating costs.

Regards

N941WR · #9 12-29-2006, 07:50 AM

Quote:

Originally Posted by FlyingArcher

Hi Joe,

You mention running on Auto gas. Could you please expand a bit more on this topic, like information on which grade you use, how often, precautions, etc...
Here in France, autogas is about 40% cheaper than 100LL, so you caught my attention here. If I hadn't found this very nicely maintained O-320, I was seriously considering a Jabiru 3300 mostly because of operating costs.

Regards

Although not flying my 80 octane engine yet, my experience with auto fuel is that you can run regular unleaded, as long as it meets the minimum octane rating of the STC under which you operate. (No STC is required for a homebuilt in the US.) For the J-3, Stearman, T-6, UPF-7 and Travel Air 4000 we used to fly at Bi-Plane Adventure Tours we used Exxon regular unleaded aka 87 octane. At overhaul time the engines came up clean, very clean.

Just remember to avoid auto fuel with alcohol additives.

Note, you can always go up in octane but not down. (Even in your car, regardless of what Click and Clack might say. It all has to do with compression ratios. High compression = High octane, Low compression = Low octane.)

Caveman · #10 12-29-2006, 08:34 AM

Hello FlyingArcher,

I'm not sure of the legalities of using Autogas in France. Here is the States there is an STC available for certain aircraft / engine combinations. This is a very controversial subject and many people including Lycoming recommend against using auto fuel. Do your research before listening to me or anyone else on the subject. I am but one data point.

For what it is worth I once experienced vapor lock in a 172 using autogas.

That being said I flew the Cherokee over 700 hours with no issues at all relating to auto fuel. On some cross country flights I used 100LL when autofuel wasn't available.

http://www.autofuelstc.com/

Is a good place to start your research. The EAA also has lots of info. Do a Google search as well.