High performance piston options for the O-200

[astjp2]

Re: High performance piston options for the O-200

Oh, you meant an O-200D?

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

[swoeric]

Re: High performance piston options for the O-200

id like to see where we end up with just a valve job and compression and a cam

run a composite prop and call it good

Ill try to post a pic of my exhaust when i get out to the hangar

[PA1195]

Re: High performance piston options for the O-200

Oh, you meant an O-200D?

Yes that's it! Plus the electronic ignition and external intake and exhaust tuning. Maybe also blueprint the cylinders and check the internal balance if opened up. OW-40 or 5W-50 might be a better oil depending on running temps.

Gary

[astjp2]

Re: High performance piston options for the O-200

Still an O-200D that was used in the Cessan 162, 100hp

id like to see where we end up with just a valve job and compression and a cam

run a composite prop and call it good

Ill try to post a pic of my exhaust when i get out to the hangar

[swoeric]

Re: High performance piston options for the O-200

ive seen that the ma3 spa carbs were used on several different models and hp ratings .. what would be nice is to see the individual throat sizes.. in our c85 we dont have mixture control really this makes me think we are just underserved...



might be nice to get a trial and see if there are improvement in going up in throat sizes

[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

[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

[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.

[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

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

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

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

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

[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.

[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