High performance piston options for the O-200

[Ragwing nut]

I run 9.5:1 NFS LyCon pistons in my O-200A at the original 28°BTDC on 93 octane mogas with alcohol (I use a steel needle and seat in an MA-3SPA 10-4115 carb - the original two-piece venturi - it atomizes much better than the pepperbox). No preignition problems.

Those power and torque curves assume the O-200A is running the original 28° and hasn't been retarded.

Also, that 643183 number is a casting number, not a part number. It appears to be a mistake.

Why are you running alcohol? Big no no certified or not. It will corrode anything aluminum in the fuel sysytem

[JimC]

I run 9.5:1 NFS LyCon pistons in my O-200A at the original 28°BTDC on 93 octane mogas with alcohol (I use a steel needle and seat in an MA-3SPA 10-4115 carb - the original two-piece venturi - it atomizes much better than the pepperbox). No preignition problems.

Those power and torque curves assume the O-200A is running the original 28° and hasn't been retarded.

Also, that 643183 number is a casting number, not a part number. It appears to be a mistake.

[astjp2]

Re: High performance piston options for the O-200

Stick to low compression if you ever have to use auto gas 8.0 - 1 at the most or you will have preignition problems

[Nefj40]

Re: High performance piston options for the O-200

I'm still undecided on what direction I'm going to go for a engine. While reading up on another site, something had been posted about Lycon and 0-200 pistons. Looking on the Lycon site ( http://www.nfspistons.com/store/c22/...%26_O-300.html ) it looks like 9.0-1 is all you can get anymore. Did they drop the higher comps. for some reason?

[astjp2]

Re: High performance piston options for the O-200

Ok, I updated my first post to include the aero performance piston, and it weighs 655 grams.

Does anyone have access to a Lycon 10.0-1 piston data? Tim

[astjp2]

Re: High performance piston options for the O-200

So I finally found a set of Performance Aero pistons for sale used, these are the 9.0 to one compression pistons. I will get dimensions and post them, but from what I can see, there were 3 pistons with stuck second rings due to carbon build up. I have them in a ultrasonic cleaner trying to get the baked on carbon off. I also noticed that there seemed to be an issue between the first and second ring grooves having a large build up of carbon in a groove that is machined into the ring land and the #2 ring groove was restricted by the land being deformed. I am not sure if that was caused by a previous maintenance issue or if the piston had some serious carbon build up to cause a partial deformation of the land. Tim

[Garry Crookham]

Re: High performance piston options for the O-200

Parts catalogs and parts supersedure info is available on Continental Motors website (tcmlink.com). You have to register to access the data (it's free but you need a valid engine model and serial number). As of today the website shows c-90 cam p/n 643183, 0200A/B cam p/n 643067, 0200D cam p/n 657238.

[PA1195]

Re: High performance piston options for the O-200

No disagreement here Tim. But I'd like to see the latest parts info from Continental or China...whoever they is. Probably no more support for the C's earlier than the O-200 anyway.

Here's AES' take on the C-90 cam P/N 530176 being superseded by 643183: http://www.aircraft-specialties.com/...t-assy-643183/

I'd like to know the valve lift and I/E timing to compare with previous cams.

I'd stick with 8.5:1 pistons given our fuel.

Gary

[astjp2]

Re: High performance piston options for the O-200

I know I read it somewhere because I used it as data for and STC application that I was working on...It may have been a service bulletin, but the late model c90-16 and O-200a&B used the same cam. Tim

[PA1195]

Re: High performance piston options for the O-200

Actually the cams are now the same per the new parts manual, so its really only timing and RPM.

I'm not seeing that same cam deal...can you provide a link to the current info? My 2011 Parts Manual shows C-90 531076 and O-200 628421 but that my be superseded. I do know when I sourced my C-90 cam for the stroker we had a hard time to finding one...Lycon had one tagged.

Gary

[astjp2]

Re: High performance piston options for the O-200

Tim might as well add this to the theft bag (from JimC). It's interesting to note that the C-90 and O-200 share a common compression ratio, engine displacement, and valve lift, but different camshaft and ignition timing.

Actually the cams are now the same per the new parts manual, so its really only timing and RPM.

[PA1195]

Re: High performance piston options for the O-200

Tim might as well add this to the theft bag (from JimC). It's interesting to note that the C-90 and O-200 share a common compression ratio, engine displacement, and valve lift, but different camshaft and ignition timing.

[astjp2]

Re: High performance piston options for the O-200

Here is a graph robbed from another site with information about compression ratio vs hp.

[swoeric]

Re: High performance piston options for the O-200

I was thinking the ma carbs were up to 135 hp in lycomings.. but the venturi and butterfly is a different part number from what i loosely remember looking up before

I suspect (not an A&P) the venturi is similar in the MA3-SPA line (~1 3/8"; may be larger on an O-200; Tim and others would know). Ultimate airflow to the cylinders is limited downstream by the diameter of the induction spider and intake tube elbow adapters that attach to the cylinders. Here's some info for Stromberg carbs in Section 10. MS carbs may be similar. Fueling is varied via different main discharge nozzles and main jets that feed the venturi. So I expect as volumetric flow and efficiency are improved via intake and exhaust changes so would be the need for additional fuel. That can become a dog chasing it's tail event.

Gary

[PA1195]

Re: High performance piston options for the O-200

I suspect (not an A&P) the venturi is similar in the MA3-SPA line (~1 3/8"; may be larger on an O-200; Tim and others would know). Ultimate airflow to the cylinders is limited downstream by the diameter of the induction spider and intake tube elbow adapters that attach to the cylinders. Here's some info for Stromberg carbs in Section 10. MS carbs may be similar. Fueling is varied via different main discharge nozzles and main jets that feed the venturi. So I expect as volumetric flow and efficiency are improved via intake and exhaust changes so would be the need for additional fuel. That can become a dog chasing it's tail event.

Gary