Is the 160 hp less likely to make TBO

[Steve Pierce]

Is the 160 hp O-320 less likely to make it to TBO?

This is a quote from someone on another site:

As with all high compression engines, problem is the extra heat generated by the combustion process and how to get rid of what is not converted into work. It seems the higher HP = compression = heat is very hard on exhaust valves, due to the limited cooling they get from Lycoming's oil system design. Given the same operating conditions, the 160 HP engine is not as likely to make the TBO as would a 150 HP.

Anyone have problems with the 160 hp? I am still trying to decide myself which to go with.

 

[Cub junkie]

160hp is av gas only right Steve? Since I have been flying the PA18-95 I just love picking up 10 gals. of mogas on my way to the airport.

 

[Greg Smith]

Cub Junkie,

The 150 with lower compression can use 87 (Or higher) octane automotive fuel, regular or unleaded under the STC. The 160's higher compression requires the use of 91 octane (minimum) premium unleaded or leaded auto fuel.

Petersen's web site www.autofuelstc.com has a bunch of good info on it.

 

[Fortysix12]

My experience is with the IO-320 B1A ,which is a 160 horse power fuel injected version. I've owned 6 of these engines and two of them went ( 400) past TBO and the others ran great with never a internal problem. My vote is go with it. As they say, they're " bullet proof". Historically, when not abused they will reach TBO easily. Does this apply to a super cub application, who knows?

 

[kase]

The gov cub here in town has a 0320B2B. They have ran 3 on them to TBO with no problems. Another guy I know has 3200 SMOH and still going strong with a 160.

 

[FlipFlop]

My experience is with the IO-320 B1A ,which is a 160 horse power fuel injected version. I've owned 6 of these engines and two of them went ( 400) past TBO and the others ran grade with never a internal problem. My vote is go with it. As they say, they're " bullet proof". Historically, when not abused they will reach TBO easily. Does this apply to a super cub application, who knows?

I'm assuming that these are in a Twin Comanche (PA-30)... There's a PA-30 in our area that went 3000+ on his overhauls with no problem...

 

[Fortysix12]

cuby,

You guessed correctly. We didn't need to do the one's at 2400 TT but it was at a good time so we did it.

 

[cubdriver]

Is the 160 hp O-320 less likely to make it to TBO?

This is a quote from someone on another site:

As with all high compression engines, problem is the extra heat generated by the combustion process and how to get rid of what is not converted into work. It seems the higher HP = compression = heat is very hard on exhaust valves, due to the limited cooling they get from Lycoming's oil system design. Given the same operating conditions, the 160 HP engine is not as likely to make the TBO as would a 150 HP.

Anyone have problems with the 160 hp? I am still trying to decide myself which to go with.

That does make some sense, the heat has to go somewhere. The fact that Cubs just creap through the air has to make matters worse.

 

[Steve Pierce]

I agree it makes sence but theory and the real world are two different things so I thought I would ask the question here because I know a lot of guys are running the 160.

Here is a link to a series of articles on the downfalls of the Lycoming valve train. http://egaa.home.mindspring.com/engine1.htm
I have maintained many different parrelle valved Lycomings over there years but have not the experiences they have.