Lycoming engines have the camshaft above the crankshaft, and Continental engines have the cam below the crankshaft. Most of the anti-turbocharging arguments you hear are bunk. Continental engines, depending on what model, have minimal issues, the parallel valve units are relatively easier to service than the angle valve which has more hardware to deal with when say changing a cylinder or top overhaul, they require prop adapters, starter systems and a couple modifications more than the Lycoming to be turn key, however, I have only seen 1 bad tappet in a … Superior is back in the new-engine business with its XP series, and is even reviving the assisted engine building program that was once so popular with homebuilders. The case halves are certainly not zero-time, butthere’s no record of how much time they’ve accrued. Continentals, at least the smaller ones, have the right mag firing at the top plugs and the left firing the bottom. That’s why a certain amount of oilconsumption is perfectly normal. You usually have several possible RPM/MP combinations to choosefrom at lower altitudes in a normally-aspirated airplane, and at virtually all altitudesin a turbocharged airplane. To learn more, see our tips on writing great answers. Some engines won’t make it. To prevent such lead fouling, avgas contains a "lead scavenging agent" calledethylene dibromide, whose job it is to dissolve excess lead and let it pass harmlessly outthe exhaust pipe. For example, one company that operates a huge fleet of Cessna 402s(published TBO is 1600 hours) has FAA approval to go to 2400 hours before overhaul. By clicking “Post Your Answer”, you agree to our terms of service, privacy policy and cookie policy. What may be the cause of hot start problems in a Lycoming fuel injected engine? To better appreciate the reliability of general aviation engines, we contacted Victor Sloan of Victor Aviation in Palo Alto, Calif. Sloan’s technicians produce about 150 overhauled Lycoming and Continental powerplants each year, all balanced, blueprinted and cryogenically treated to minimize heat and vibration and deliver consistent power. — typically cost $100 to $150/hour tofly, you can see that the difference is chump change. On the minus side, they have some quirks and sound like a weed whacker. For example, the TCM TSIO-360 series (used in Mooneys, Skymasters, and variousother aircraft) tend to be more troublesome and maintenance-intensive than otherContinentals. What are some of the differences between piston engines used in aircraft and automobiles? I still maintain, however, that the only way to replenish the protectiveoil film is to fling large quantities of oil around the innards of your engine with greatvigor. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". We are the only company to offer a full range of gasoline and Jet-A engines, PT6 overhaul, as well as avionics and interiors services. When I checked out in a Cherokee 140 with it's Lycoming engine and did the same, the instructor (who I found out later had instructed only in Cherokees) asked me why I did that. I don't always forget to fit the seatbelt correctly, but when I do, I make sure it's on YouTube. That standard is now the norm. Most of our airplanes have oil temperature gauges thathave a green arc running from 75F to 240F, with a red-line at 240F. Some TCM and Lycoming models have better track records than other TCM and Lycomingmodels. When the engine is completely assembled, it gets a new dataplate, a new serial number, and a new logbook. However, ethylene dibromide doesn’t do its scavenging job unlesscombustion temperatures are fairly high. We’ve either got tobring down the oil temps, or change the oil very frequently. Continental vs Lycoming Differences While low oil consumption has always been acknowledged as a sign of a tight,well-broken-in engine, there is strong evidence that a quart in 30 or 40 hours may well betoo much of a good thing. The 400 hour increase only applies to engines that fly 40+ hours per month. Air Power Inc is the number one Direct Wholesale Distributor for Factory Aircraft engines, parts, cylinders, and components.Air Power Inc saves you hundreds even thousands of dollars on all of the direct replacement accessories and associated replacement parts for your Continental, Cessna Aircraft and Lycoming Engines. For Continentals, lean to peak EGT up to 65%, 50F rich ofpeak at 75%. "I’m only using a quart in 30 hours," onewill say. But while certain specific TCM and Lycoming models are problem-prone, it is simplywrong to make a general assertion that engines of either manufacturer are more reliablethan those of the other. During the same 20-year period, there was a dramatic increase in premature engineproblems in the owner-flown G.A. We don’texpect all humans to live to that age and then keel over. It scrapes oil off the top of the cylinders and accelerates its flowdownhill. I wonder who first came up with it? Take oil temperatures. This protection comes from a film of oil that coats the cylinder barreland causes the rings to "hydroplane" instead of scuffing the barrel. Other engines will sail past TBO in greatshape and provide many hundreds of additional hours of reliable operation before teardownis warranted. Rather than give up owning an airplane entirely, some owners are stepping down into airplanes that can be maintained without worrying about a giant unexpected engine repair bill. Because there’s no otherreasonable figure to put in the logbook. And so on. The fuel injection systems used by Continental and Lycoming are somewhat different. That’s hot enough to causepetroleum-based oil to oxidize and break down at an accelerated rate. Aggressive leaning doesn’t cause detonation, either. Well, everybody was wrong. If given a choice, would you put yourself and family in … Some of it may even come from sources you trust: leading aviation magazines, overhaul shops, even your CFI or A&P. Cirrus is not known for being a major player in training, but a year ago, it announced the new TRAC version of... © 2020 Aviation Publishing Group. THere isn’t really thespace to go into detail here, but suffice to say he suggested that modern MV synthetic oils are significantly better than SV oils, especially the newer Mobil-1 type synthetics. How would a new “clean sheet” General Aviation piston engine with all the latest technology differ from existing Continental/Lycoming types? As we’veseen, published TBO has no legal impact on Part 91 operators. ENGINE SPECIALS. Other than that, I agree and applaud everything else you’ve written here. Since 1955, certified 360 cubic inch engines from Lycoming have been installed in thousands of aircraft. The main reason is because the aero engine is a large capacity engine, this a product of the need for high power at low RPM. That’s why lead fouling problems tend to emergewhen CHTs are below about 300F. An increasing number of top-rated overhaul shops are nowrecommending the use of single-weight oil. The data plate is removed and destroyed. TCM and Lycoming authorize cruise operation at 1 to 3 inches "oversquare" formost normally-aspirated engines, and allows 9 to 12 inches "oversquare" for mostturbocharged engines. However, such VIimprovers are not lubricants, and their addition actually displaces a certain amount oflubricating base stock (on the order of 10%). I’ve noticed from purely casual observation that Lycoming piston engines tend to have a 2,000 hour TBO, while Continentals have a TBO of around 1,500 hours. When I explained, he told me it was unnecessary. Now I realize full well that at least one of the engine manufacturers recommendsturning over the prop by hand periodically in its "flyable storage"recommendations. Now suppose you turn over the prop by hand. We recommend that you overhaul your engine when it gets tired, not at some arbitrarynumber of hours. Robotechnics & Space Missions; Why is the physical presence of people in spacecraft still necessary? Most burnedvalves are the result of excessive valve guide wear or valve stem contamination. rev 2020.12.18.38240, The best answers are voted up and rise to the top, Aviation Stack Exchange works best with JavaScript enabled, Start here for a quick overview of the site, Detailed answers to any questions you might have, Discuss the workings and policies of this site, Learn more about Stack Overflow the company, Learn more about hiring developers or posting ads with us, To put a bit of a finer point on it (and give a freebie answer element), I'm looking for things like. The good news is that both engines found in 172's are two of the best that Lycoming and Continental ever manufactured. The same is true of camshafts, rods, accessory gears, and so forth. Conversely, if cheap and reliabl… Evenso-called "100LL" contains enough TEL to keep the EPA awake at night. For a cylinder to make it to TBO, it must be protected from metal-to-metal scuffing bythe piston rings. Making statements based on opinion; back them up with references or personal experience. What are the differences between Lycoming and Continental engine designs? @Koyovis ymb1 edited in the source yesterday. What is the difference between an engine “shut down”, “cut-off” and “cut down”? It seems to me that the Lycoming wins. Air Power Inc Selling the Best for Less, and Making Friends Worldwide! Oil temperatures of 180F to 200F on the gauge are hot enough to get rid of thiswater, yet cool enough not to accelerate the breakdown of the oil. Sign-up for the Lycoming Flyer E-Newsletter. Low RPM operation provides numerous benefits: better cylindercompression, lower frictional losses, improved propeller efficiency, cooler-runningvalves, lower EGTs and TITs, and a quieter cabin. Lycoming numbers them front-to-back, and the staggering of the cylinders is opposite between the two. It’s just not so. It turns out that multi-vis oil is not a better lubricant than single-grade oil.It’s actually a bit worse. Experience seems to indicate that oil consumption lower than about a quart in 20 hoursmay not bode well for long cylinder life. Basically bunk! Yourpolicy simply requires that your aircraft and its pilot be legal under the FARs. Lycoming’s 390 Series four-cylinder engines produce 210 hp at 2,700 RPM. Most of our engines are incapableof detonation at cruise power settings, provided that we don’t exceed CHT red-line or tryto burn contaminated fuel. Ideally, we should try to keep CHTs in the 350F to 400F range as much as possible.That’s cool enough to keep the cylinder heads and valve guides happy, but hot enough foreffective lead scavenging.