IO-320 vs. O-320

[Dbro172]

Building an RV-9A here (may not matter to this...).

What are your thoughts on benefits of either the injected or carburetor Lycomings. I've flown both, in regards to brand new engines it seems the small price to pay for the "IO" over the "O" is a no brainer... but i havent settled on a "brand-new" engine yet. I would like to select an engine in order to finalize avionics harnesses, tank lines, and well, everything else.... it's just nice to commit and put it behind you.

So, any advice?

Thanks,

Derek RV-9A #92103
Empennage - Complete
Wings - leaving Vans tomorrow

[jrs14855]

IO engines are much more likely to tolerate lean of peak operation. Even rich of peak the fuel consumption will be noticeably less on the IO, as much as one gallon hour less.

[Dbro172]

Did not know that!

Derek

[Dan B]

Make a decision on the engine before ordering the cowl. I decided on the IO 320 D1A after ordering the cowl. The fuel injection servo hangs down more than a carb requiring the cowl with a deeper snout. Had to cut the origional snout out of the cowl and order the deeper snout to glass in. Could have ordered the correct cowl for the IO engine to start with and saved a lot of labor. The throttle and mixture cables will need a somewhat different routing thru the firewall so they won't be too short.

I ordered the IO 320 D1A w/ prop from Vans. Has the roller tappets. Runs great.

[N941WR]

If you buy an O-320 you can convert it to an IO-320. Just call up Don Revira at Airflow Performance an he will set you up. Yes, it is costly but you can always sell your O-320 carb to help ofset the cost.

There are some advantages to running a carb, but I'll let the other tell you what they are.

[WAM120RV]

Be careful before clicking on that web site link above, I did and my Norton site check went haywire.

It says it has 62 computor threats associated with it!!!!

Norton just blocked it in my case, perhaps someone in the states can ring the site owner and tell them.

[sbalmos]

Derek,

I'm right around with you (#92087 finishing my emp... your wings are already shipping? ). I'm kind of interested whether there's any difference between carb'd and injected when it comes to running on mogas. If there's really up to a 1 GPH difference in operating costs, I may have to reconsider (was initially thinking O-320 myself).

Personally, and this may be bunked advice, but some builders I spoke to last year before starting my project seemed to be leery about having fuel running at much higher pressure for injected vs carb'd running under their seats in the cockpit. They seemed to think a fuel line rupturing inside spewing on a few PSI was somehow more manageable than a line running at who-knows-what PSI (20 PSI+?).

[jrs14855]

The high pressure fuel is only between the pump and the injector. On the lyc the electric pump is used for takeoff and landing and is turned off at all other times unless the engine driven pump fails. If you're concerned about the high pressure fuel, put the electric pump near the firewall and build a stainless box around it.On the Continental powered airplanes many operators leave the electric pump on all the time. Thousands of airplanes out there with fuel injection and plumbing in fuselage. No problem if everything is properly maintained.

[N941WR]

Originally Posted by WAM120RV

Be careful before clicking on that web site link above, I did and my Norton site check went haywire.

It says it has 62 computor threats associated with it!!!!

Norton just blocked it in my case, perhaps someone in the states can ring the site owner and tell them.

OK, try this site.

[WAM120RV]

Sorry Bill,

I am getting the same results Norton just blocks it saying malicious site.

I do not want to do these people harm as I am interested in their products but something is wrong. Can someone ring them to see whats going on?