Also if you reduce the rpm, you will gain about 1/2" mp/-100 rpm. So considering 28"/2700 rpm @sea level. @ 7000 ft 28" - 7" = 21" 2700 rpm - 400 then add 2" (4x1/2)= 23". 22.6" is not out of line.You lose approx. an inch per 1,000 feet, right?
I would not buy a new or reman from continental right now.
Whole lengthy thread on BT talk on this topic right now. You might want to check it out.Cryptic statement.
Is this a long-held belief, or based on recent input?
Is it possible for you to provide more detail?
I've purchased more than a few, and another on the way... just curious.
Perhaps there is some new flaw to be aware of.. any heads up on that would be helpful.
Thanks,
Jose
https://www.beechtalk.com/forums/viewtopic.php?f=37&t=175756&start=60Why not share your thoughts here? Anyone have recent experience with Continental? I’ve shared my recent experience with Lycoming. With respect to the topic? Factory issues don’t apply.
This is a log-in page to a registered forum. Not very informative.
Why not share your thoughts here? Anyone have recent experience with Continental? I’ve shared my recent experience with Lycoming. With respect to the topic? Factory issues don’t apply.
My preference for engine builders would always favor local shops. Face to face interaction usually nets a better experience than long distance and with overhauling engines there is no magic. Build it to new clearances using venturi valve cylinders and balance the parts... presto. That's as good as it gets.
BT is the most active GA forum in town. Figured most if not all guys were on there.This is a log-in page to a registered forum. Not very informative.
That closely resembles my 180 hp IO-360 with balanced injectors and electronic ignition which is otherwise strictly stock.They may be simple but the can definitely be made to run better.
View attachment 46281
Full rich down low on a cool day, all temps within 20 degrees on a 160 hp O320. This was just after having #2 reworked due to a bad valve guide. This is repeatable without much effort and FYI Both LyCon and Barrett have laid hands on parts this engine.
I would recommend Lawson Aviation. I bought my IO 520 converted to Pponk from Knopp. Steve helped with the approval of the hi compression pistons but couldn’t help with approval of my C66 88” prop. Lawson got my prop approval even though I didn’t get my engine from them. I have two friends who used Lawson and have been happy with their engines.
What does it take to get the C66 approved for the PPonk? What about the newer 88" 2A34C203?