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High performance piston options for the O-200

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  • High performance piston options for the O-200

    ok, been digging and found the piston pin height for the different piston that could be used to up the compression in an O-200
    stock.......1.591-1.596.....7.0-1 compression
    GO-300...1.611-1.616......7.3-1 compression
    C-85.......1.698-1.708......????
    O-200D...1.745-1.750......8.5-1 compression
    So if you want to up your compression, the O-200D will provide the highest compression and is a factory item...I just wish I had some pics of each piston to compare....

    Ok, so the Performance Aero pistion is 1.870 ....... 9.0-1 compression
    Last edited by astjp2; 02-28-2018, 01:04.
    N29787
    '41 BC12-65

  • #2
    Re: High performance piston options for the O-200

    Does the o200D can any certification?

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    • #3
      Re: High performance piston options for the O-200

      Per the TCDS

      The Model O-200-D is similar to the O-200-A except for special crankshaft flange, overall engine weight reduction, oil sump assembly, and higher compression pistons. The O-200-D does not have provisions for a vacuum pump or the diaphragm fuel pump The Model O-200-X is similar to the O-200-D except for engine dataplate identification.
      N29787
      '41 BC12-65

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      • #4
        Re: High performance piston options for the O-200

        So I have been doing some research, I found another continental heavy duty rod that is the same dimensions as an O-200 connecting rod but it weighs about 140 grams more than the stock rod, way more stout...Tim
        N29787
        '41 BC12-65

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        • #5
          Re: High performance piston options for the O-200

          + inertia?

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          • #6
            Re: High performance piston options for the O-200

            Well they are similar to a hotrod car rod, I was thinking that they could be c-n-c machined to reduce weight. Horizontally opposed engines are inherently balanced, with some light weight pistons? who knows what the potential for a hotrod motor..oh and the stroke is the same for both engines...
            Last edited by astjp2; 01-01-2017, 22:14.
            N29787
            '41 BC12-65

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            • #7
              Re: High performance piston options for the O-200

              Originally posted by astjp2 View Post
              So I have been doing some research, I found another continental heavy duty rod that is the same dimensions as an O-200 connecting rod but it weighs about 140 grams more than the stock rod, way more stout...Tim
              Does it have an O200 part number? The IO-360 uses the same casting but has a larger wrist pin bushing in it.

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              • #8
                Re: High performance piston options for the O-200

                Bingo, its the IO 360 rod, but only 1 casting that I have found is a heavier one. I have seen the same casting number as the O-200 used in an older IO360 with the corresponding bushing. this isn't really for certified applications, but for a hotrod motor if someone wants to build one. Tim
                N29787
                '41 BC12-65

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                • #9
                  Re: High performance piston options for the O-200

                  Originally posted by astjp2 View Post
                  Bingo, its the IO 360 rod, but only 1 casting that I have found is a heavier one. I have seen the same casting number as the O-200 used in an older IO360 with the corresponding bushing. this isn't really for certified applications, but for a hotrod motor if someone wants to build one. Tim
                  I have never seen a rod failure (not to say it hasn't happened) and heavier rotating mass is not ideal in higher rpm conditions.
                  Last edited by Ragwing nut; 01-04-2017, 22:12.

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                  • #10
                    Re: High performance piston options for the O-200

                    well at 2700 rpm, the mass wont mean much, and I have a rod that came out of a 145-2 that looks a little twisted...
                    N29787
                    '41 BC12-65

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                    • #11
                      Re: High performance piston options for the O-200

                      so according to the service bulletin SB00-3a, the IO360 connecting rod 646116 supersedes the original o-200 rod, so the new one that is 147 grams more is the current rod to use....along with the associated bots and nuts
                      N29787
                      '41 BC12-65

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                      • #12
                        Re: High performance piston options for the O-200

                        been following this some. and wanting to come up with a solid recipe myself

                        if we lighten the rods and pistons the crank will also have to be rebalanced to match them.. it would lead us to vibration in an underbalanced situation if the crank is not lightened..

                        i would like to see what a solid multi angle valve job would do.

                        the crank could be reprofiled and somebody like crane cams would do it when you provide intake length chamber volume and rpm etc..


                        the other way to gain some lift would be changing rocker arm ratio. I think we could probably find or have drop in rockers for less than factory ones would cost

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                        • #13
                          Re: High performance piston options for the O-200

                          Formula 1 aircraft racers would know what works to improve performance and what doesn't.

                          Gary
                          N36007 1941 BF12-65 STC'd as BC12D-4-85

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                          • #14
                            Re: High performance piston options for the O-200

                            Yep, we need Victor Bravo to come back and give us the rundown on the engine he used at Reno!
                            I'm so far behind, I think I'm ahead

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                            • #15
                              Re: High performance piston options for the O-200

                              My guess: The right prop for the speed; balanced engine; raised compression (at least mid-9's) and low friction piston/rings, fuel injection, but maybe still a carb; cold air induction; tuned and smoothed intakes; bench flowed ported heads with proper stepped valve/seat grind; cam for the rpm and job with low friction components; tuned exhaust to max cylinder fill and volumetric efficiency at race rpm; electronic ignition and maybe a knock sensor if available. Stuff like that makes fireworks that go fast but may not reach TBO.

                              Forgot light weight synthetic oil like OW-30 to reduce pumping loss and save the bacon from getting fried.

                              Gary
                              Last edited by PA1195; 05-09-2017, 01:45.
                              N36007 1941 BF12-65 STC'd as BC12D-4-85

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