Re: weight difference


Bob Holliston
 

Don, thanks for the reply. My 360 came in at 290 pounds with mags and
exhaust. For accuracy with my big fish scale, my team, (two guys, two
girls), after a couple beers drove up to the hospital (1/2 mile away) and
weighed ourselves on their (so called) accurate scale. We had lots of fun
hanging from the fish scale and decided that it was pretty close.

On Mon, Jul 15, 2019 at 3:12 PM DON JONES djonesdnd@yahoo.com
[canard-aviators] <canard-aviators@yahoogroups.com> wrote:



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

* aero engines <http://pilotfriend.com/aero_engines/aero_engines.htm>*
* aero engine specifications
<http://pilotfriend.com/aero_engines/aero_eng_specs.htm>*

return to Avco Lycoming
<http://pilotfriend.com/aero_engines/engine_specs/Avco%20Lycoming.htm>


*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.

*Specifications I0-360-A,-C,-D Series*
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

*Specifications I0-360-B,E,F* Series*
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.

*Specifications I0-360-A,-C Series*
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

*Specifications I0-360-B,-D Series*
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*
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

*Specifications TI0-360-A Series*
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.



<http://pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm#r>
------------------------------


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
<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
<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
<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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