Re: weight difference


DON JONES <djonesdnd@...>
 

Sure Bob, I was simply wondering how much lighter my engine would be had I specked my build with a hollow crank.  When I first posted my question I had just weighed my engine, ready to run. For some reason I can't remember, I had it in my head that the lightest IO-360 would be something like 250 to 260 lbs. So, I was very disappointed seeing as how mine is equipped with a B&C lightweight starter and Alternator along with a Superior Cold Air intake system which also is lighter than the standard updraft Sump/intake system.. And, I have electronic ignition and fuel injection, again lighter than mags. My all up weight came in at 286 lbs which turns out to be right on the mark for Lycoming's published lowest 360 weight. Today, I was able to verify the accuracy of the hanging scales I used, it is within 1 lb correct.  I'm still waiting on a reply from Lycoming. I will stop by the Lycoming Tent at Oshkosh and pose the question to their staff and report back.
Don

On Monday, July 15, 2019, 11:01:00 AM CDT, Bob Holliston bob.holliston@gmail.com [canard-aviators] <canard-aviators@yahoogroups.com> wrote:

 

Hey Don, I'm very curious as to why you would want to know about the weight difference. Feel like sharing? Thanks, Bob. 
On Mon, Jul 15, 2019 at 8:49 AM DON JONES djonesdnd@yahoo.com [canard-aviators] <canard-aviators@yahoogroups.com> wrote:

 

Tom, thanks for the link, but I still don't find any indication of the weight difference between a solid and hollow crank.. I turned to the collective knowledge of our group only after a considerable length of time researching my question on the web. I even emailed Lycoming with the question, no reply as yet. Pilotfriend has loads of useful info but doesn't seem to list the answer to my question. Please point it out, thanks. Don

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 aero engines
 aero engine specifications

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Lycoming 0-360 series engines

VERSIONS

There are no less than 86 different versions of Lycoming’s highly successful 0-360-series four cylinder engines. Of these, 27 are carburetted models of 180hp; there are seven low compression carburetted versions of 168 hp; one fuel injected model of 177hp, 10 fuel injected versions of the 180 hp engine; 22 fuel injected models of 200 hp, including five aerobatic versions; three turbocharged models of 200 hp, and 16 helicopter configurations with ratings of 180, 190, 205, 225 and 230 hp. The list of current production aircraft powered with these engines is too long to include here.

CONFIGURATION

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in basic design and layout. The cylinders are made with two major components, head and barrel, screwed and shrunk together. The heads are made from an aluminium alloy casting with a machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes.

A convention type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets, which operate the valves through pushrods and valve rockers. The valve rockers are supported on fully floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy castings, fastened together at the crankshaft centreline in the vertical plane. The mating surfaces of the two castings are joined without a gasket and the main bearing bores are machined for use of precision main bearing inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal surfaces are nitrided.

The connecting rods are made in the form of H sections from alloy steel forgings. They have replaceable bearing inserts in the crankshaft ends and bronze bushings in the piston ends. The bearing caps on the crankshaft ends are retained by two bolts and nuts through each cap.

The pistons are machines from aluminium alloy. The piston pin is of the fully-floating type with a soft alloy plug located at each end of the pin to prevent scoring of the cylinder wall. Depending of the cylinder assembly, pistons may be machined for either three or four rings, and may employ half wedge or full wedge rings. Consult the latest revision of Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad for carburettor or fuel injector, the intake riser and intake pipe connections. Crankcase covers are employed on the fuel-injected aerobatic engines (AI0-360's).

INDUCTION SYSTEMS

The 0-360 series engines are equipped with either a float type or pressure type carburettor. Distribution of the fuel-air mixture to each cylinder is obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel injector (except for the 10-360-BiA which has a Simmonds 530 fuel injector). The fuel injection system schedules fuel flow in proportion to air flow, and fuel vaporization takes place at the intake ports. On the TIO-360 series, the turbocharger is mounted as an integral part of the engine. Automatic waste gate control of the turbocharger provides constant air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6, which are single barrel with manual mixture control, and the Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure altitude mixture control. The -5AA carb does not have a manual mixture control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a single horizontal barrel, incorporating an airflow-operated power enrichment valve and an automatic mixture control unit. It also has a manual mixture control which works independently of, and in parallel with, the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All 200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness, engine baffles, spark plugs, tach. drive, starter and generator or alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from 296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47 to 22.47 ins in height and are 33.37 ins wide.

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Specifications I0-360-A,-C,-D Series
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| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


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Specifications I0-360-B,E,F* Series
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| FAA Type Certificate | lElO  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.5:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |
| *IO-360-B1C only – rated at 177hp.  |    |


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Specifications I0-360-A,-C Series
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| FAA Type Certificate | 286  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


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Specifications I0-360-B,-D Series
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| FAA Type Certificate | 286  |
| Rated horsepower  | 168  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 7.2:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | ..028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications AI0-360-A,-B Series
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| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | 028-. 080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


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Specifications TI0-360-A Series
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| FAA Type Certificate | E16EA  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2575  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361..0  |
| Compression ratio  | 7.3:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 20  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


| 0-360-AlA  | 180-hp  | Dynafocal mounts  |
| 0-360-A1D  | 180-hp  | Same as AlA but with retard breaker mags  |
| 0-360-A1F  | 180-hp  | Same as AlA but with -1200 series mags  |
| 0-360-A1F6  | 180-hp  | Same as A1F but with crankshaft counter weights  |
| 0-360-A1F6D  | 180-hp  | Same as AIF6 but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A1G  | 180-hp  | Similar to A1F but horizontal carb  |
| 0-360-A1G6  | 180-hp  | Same as A1G but has crankshaft counter weights  |
| 0-360-AIH  | 180-hp  | Same as A1G but with prop governor drive on left fr. of crankcase  |
| 0-360-A2A  | 180-hp  | Same as AlA but with fixed pitch prop  |
| U-360-A3A  | 180-hp  | Same as A2A but with six long bushings in prop flange  |
| 0-360-A4A  | 180-hp  | Same as A3A but has solid crankshaft  |
| 0-360-A4AD  | 180-hp  | Same as A4A but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A2D  | 180-hp  | Same as A2A except with retard breaker mags  |
| 0-360-A3D  | 180-hp  | Same as A3A except with retard breaker mags  |
| 0-360-A2E  | 180-hp  | Same as A2D but with provision for AN fuel pump drive  |
| 0-360-A2F  | 180-hp  | Same as A2A but with -1200 series mag  |
| 0-360-A2G  | 180-hp  | Same as A1G but with fixed pitch prop  |
| 0-360-A4G  | 180-hp  | Same as A2G but has A4A crankshaft with A2G prop flange bushings  |
| 0-360-A2H  | 180-hp  | Same as A1H but has fixed pitch prop  |
| 0-360-A4J  | 180-hp  | Same as A4G but has -21 and -204 mags  |
| 0-360-A1C  | 180-hp  | Same as A1D but has horizontal rear mounted PSH-5BD carburetor  |
| 0-360-B1A  | 180-hp  | Same as AlA but low compression ratio  |
| 0-360-B1B  | 180-hp  | Same as B1A except has retard breaker mags  |
| 0-360-B2A  | 180-hp  | Same as B1A except has fixed pitch prop  |
| 0-360-B2B  | 180-hp  | Same as B2A except has retard breaker mags  |
| 0-360-C1A  | 180-hp  | Same as AlA but has conical rubber mounts  |
| 0-360-C1C  | 180-hp  | Same as C1A but with retard breaker mags  |
| 0-360-C2A  | 180-hp  | Same as C1A but has fixed pitch prop  |
| 0-360-C2B  | 180-hp  | Same as C1A but has fixed pitch prop and horizontal pressure carb  |
| 0-360-C2C  | 180-hp  | Same as C2A except has retard breaker mags  |
| I0-360-C2D  | 180-hp  | Same as C2B except has retard breaker mags  |
| 0-360-D1A  | 168-hp  | Same as BlA but has conical rubber mounts and -1200 series magnetos  |
| 0-360-D2A  | 168-hp  | Same as B2A but with conical rubber mounts  |
| 0-360-D2B  | 168-hp  | Same as D2A except has retard breaker mags  |
| I0-360-A1A  | 200-hp  | Bendix fuel injection, tuned induction  |
| I0-360-A1B  | 200-hp  | Same as AlA but has -1200 series impulse mags  |
| I0-360-A1B6  | 200-hp  | Same as A1B but with crankshaft counterweights  |
| I0-360-A1B6D  | 200-hp  | Same as A1B6 but has one Bendix D4LN-2021 impulse coupling dual mag  |
| I0-360-A1C  | 200-hp  | Same as AlA with -1200 series mags  |
| I0-360-A1D  | 200-hp  | Same as A1B but has S4LN-21 & S4LN-204 mags  |
| I0-360-A1D6  | 200-hp  | Same as A1B6 but with prop governor drive on left front of crankcase  |
| I0-360-A2A  | 200-hp  | Same as AlA but with fixed pitch prop  |
| I0-360-A2B  | 200-hp  | Same as A2A but with -1200 series mags  |
| I0-360-A2C  | 200-hp  | Same as A1C but with fixed pitch prop  |
| I0-360-B1A  | 180-hp  | Same as 0-360-A1D but with ~ Simmonds 530 fuel injection ~ system  |
| I0-360-B4A  | 180-hp  | Similar to B1B but with -20 and-21 mags and 0-360-A4A solid crankshaft  |
| I0-360-B1B  | 180-hp  | Same as B1A but Bendix fuel injection  |
| I0-360-B1C  | 177-hp  | Conversion of 0-36~A1C to Bendix fuel injection  |
| 10-360-B1D  | 180-hp  | Same as B1B but with AN fuel pump drive  |
| 10-360-BlE  | 180-hp  | Similar to B1B with rear mounted fuel injector and -1200 series impulse mags  |
| I0-360-B2E  | 180-hp  | Same as BlE but with fixed pitch prop  |
| 10-360-B1F  | 180-hp  | Similar to B1B but has two –1227 mags  |
| I0-360-B2F  | 180-hp  | Same as B1F but with fixed pitch prop  |
| I0-360-C1A  | 200-hp  | Same as AlA but with rear air inlet  |
| I0-360-C1B  | 200-hp  | Same as C1A but with -1200 series mags  |
| I0-360-C1C  | 200-hp  | Similar to C1B but has 14-degree injector adaptor and impulse mag  |
| I0-360-C1D6  | 200-hp  | Similar to C1C but has straight injector inlet crankshaft counterweights  |
| I0-360-C1E6  | 200-hp  | Similar to C1C but has prop governor drive on left front of crankcase; Ford alternator drive, and counter weights on crankshaft  |
| LIO-360-C1E6  | 200-hp  | Similar to I0-360-C1E6 but left hand crankshaft rotation  |
| I0-360-D1A  | 200-hp  | Same as C1B but with type 2 dynafocal mounts  |
| I0-360-E1A  | 200-hp  | Similar to BlE but has type 2 dynafocal mounts and retard breaker mags  |
| I0-360-F1A  | 180-hp  | Similar to BlE except converted for use with turbocharger  |
| AI-360-A1A  | 180-hp  | Aerobatic engine with performance similar to 10-360-AlA  |
| AI0-360-A2A  | 200-hp  | Same as AlA but without provision for controllable prop  |
| AI0-360-A1B  | 200-hp  | Same as AlA but with impulse mags  |
| AI0-360-A2B  | 200-hp  | Same as A2A but has impulse mags  |
| AI0-360- BIB  | 200 hp  | Similar to B1B but has front mounted injector  |
| TI0-360 A1A  | 200hp  | Similar to I0-360-CIB but has turbocharger (TE0659) and lower rated speed  |
| TI0-360-AIB  | 200 hp  | Same as AIA but does not have "suck open " door  |
| TI0-360-A3B6  | 200 hp  | Similar to A1B but has crankshaft counterweights, provision for three bladed prop, large fuel pump, conduit harness, and pressurized mags.  |


 
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On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@aol.com [canard-aviators] <canard-aviators@yahoogroups.com> wrote:

 

I forgot who started this, So who ever did, did you search the web for this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book  but it's at the hanger. So try this...
http://www.pilotfriend..com/aero_engines/engine_specs/Lycoming%200%20360.htm


Tom Smith  A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN

-----Original Message-----
From: DON JONES djonesdnd@yahoo.com [canard-aviators] <canard-aviators@yahoogroups.com>
To: Tim Andres tim2542@sbcglobal.net [canard-aviators] <canard-aviators@yahoogroups.com>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight difference Burt surely someone knows. Since I posted the question to the forum I decided to email Lycoming to see what they say. I will let you know.
Don
On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@sbcglobal.net [canard-aviators] <canard-aviators@yahoogroups.com> wrote:

  Ill guess Don, its a 2” bore IIRC, about 8” or so deep.  So maybe 3 lbs? Assuming its not also counter weighted and some of them have lightening holes in the flange, so its hard to say. There is also the prop governor and plumbing if its a complete engine comparison your looking at. Tim Andres

On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@yahoo.com [canard-aviators] <canard-aviators@yahoogroups..com> wrote:


  Anyone know the weight difference between a solid 0-360 crankshaft and a hollow one? After doing a search on the web, all I could find are references stating only a small difference, but no actual figures. Also, anyone know the weight of their 0-360 engine installations? Weighed my 0-360 yesterday and it came in at 286 lbs completed with starter and alternator, and fuel injection. No baffling, no exhaust pipes, no crank extension or prop.. Just wondering how that compares.
Thanks, Don Jones
Berkut FG







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