Before I topped my 0320 I asked Barrett Precision Engines who I was going to have put their magic touch to the valves and balance them whatever I bought and the response was "Factory", so we stayed Lycoming, steel cylinders and have loved 'em ever since and the same question for my IO520 in the Skywagon was different.I have a 1st life R22 Engine (160HP) which Im going to have overhauled as a future transplant for our Cub. I will buy new cylinders for it.
What thoughts are out there as to the best available and why/why not...?
Why do you think that you need "new" cylinders? Unless yours have been abused they can safely be reworked and reused by a competent engine mechanic with the proper tools.
Robinson R-22I'm gonna guess it's an engine from a R22 helicopter and has spent it's entire life up to now running at 95 to 100 % power mostly. Those cylinders would be rather tired I'd expect. jrh
Robinson R-22
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/3a27e3925f44c55486257bc9005dca07/$FILE/H10WE_Rev_15.pdf
Maximum rpm 2652 (124 hp) That's only 78% power for that engine. Takeoff (5 minutes) (131 hp.) 2652 rpm The engine is derated for use in the R-22.
Robinson R-22
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/3a27e3925f44c55486257bc9005dca07/$FILE/H10WE_Rev_15.pdf
Maximum rpm 2652 (124 hp) That's only 78% power for that engine. Takeoff (5 minutes) (131 hp.) 2652 rpm The engine is derated for use in the R-22.
Why do you think that you need "new" cylinders? Unless yours have been abused they can safely be reworked and reused by a competent engine mechanic with the proper tools.
You are absolutely correct in that a helicopter is seemingly at full power all the time. EXCEPT in this application the basic engine model is limited to what is basically a high cruise setting in a Cub. Engines which are run at higher (but not limit) power settings generally are in better condition than those which are babied.There isn't much throttling back or gliding in a helicopter.
I'm not familiar with the drive system in a Robinson. Does the engine have a belt drive to the transmission? If so, it sounds as though you have a good engine for your purpose.The engine was from a R22b Heli and has about 1700hrs 1st life on it. It was a good engine which flew at least 30mins most days, didnt use oil and had good compression's. It had a heavy landing and main rotor contact (ie sudden stoppage). It sat in a hanger for a couple of years before I got hold of it. There is a little corrosion in a couple of the barrels. They were taken off, honed and Inhibited along with the rest of the engine. The remainder of the 'visible' insides of the engine showed no signs of corrosion.
It will be torn down and inspected as per the sudden stoppage requirements. Im not sure if I will give it a full O'haul or just have the bolt strip and dont know yet how much 'meat' is left in the CYLs...
The current power plant runs like a clock so Im in no rush to get this done. I am looking forward to having the 10 extra HP though.
You are absolutely correct in that a helicopter is seemingly at full power all the time. EXCEPT in this application the basic engine model is limited to what is basically a high cruise setting in a Cub. Engines which are run at higher (but not limit) power settings generally are in better condition than those which are babied.
I'm not familiar with the drive system in a Robinson. Does the engine have a belt drive to the transmission? If so, it sounds as though you have a good engine for your purpose.
You will notice buying $5 gas more than the 10 hp.. Tractor gas works just fine in 150hp.