So I need to come up with an a 260hp I0-470
What is the difference between?
60 210A 260 and the rest of the 0-470's, is it just the FI and more RPM?
If there is a quick answer?
Thanks
GT

I think the IO are more compression. From the bit of research I've done, both the O and IO turn in that 2600rpm range. I know of a turbo'ed IO470 you could pick up... haha.

David

Pretty sure the IO uses the same cylinders as the O470 U does. They use long reach plugs and are higher compression. The Norland STC is a IO with a carburetor and Texas Skyways winds the U up another 200 RPM but they're both basically the same engine.

In 2003, at overhaul I converted my O-470-K engine to the carbed IO-470F per the Norland STC. As I recall, the difference was the (exchange) upgrade to the heavy duty 520 crankshaft, HD connecting rods. The upgrade required the heavier cylinders with the deep reach plugs, and domed Pistons (hemi-like)and as I was purchasing new cylinders at the time, the cost was the same.
So, cost at overhaul was maybe 10% more than if I had stayed standard.
The extra 30 hp is nice, performance is great, fuel consumption essentially unchanged.
However I do have mixed feelings on some of the trade offs going to this high compression engine.
1/. I operate mostly on floats, and over the 38 years of ownership, I have on occasion found myself needing to hand prop with a dead battery or failed starter. Back in the day with the O-470-K I could do it. Now with the hemi - not a chance. Too much compression. Of course, now I have the upgraded firewall battery and HD starter so hopefully hand propping should not be required.
2/ although I always traditionally fueled with Avgas, after 80/87 octane became obsolete, I could on occasion supplement the 100LL with auto fuel premium unleaded or even marine fuel in the K engine while in the isolated far north. Not any more ... It has to be 100LL for the high compression engine.
3/. I had to upgrade the prop to accomodate higher HP. That was an expense and
the STC called for the 2 blade McCauley D2A37C230 which came with that lousy new shinny pointy spinner. The backing plate is inadequately designed and prone to cracking. It has been a bit of a curse and the 3 blade is not approved with my STC.
4/. I now fly about 50 hours a year, apparently not enough to keep the IO-470 cast domed pistons from pitting corrosion. With only 700 hours, I recently replaced the pistons due to corrosion. Apparently the standard O-470-K are manufactured by a different process and not vulnerable to this pitting. Also, my cylinders were new ECI, so I am having to work through the recent AD thread.

FWIW, these are some of my reflections on my 260 HP Norland STC upgrade experience.

O-470 in a 182 has 7 to 1 compression ratio. The IO-470 in the 205, early 185 and early 210 have a 8.6 to 1 (pretty sure.) FYI the IO 470 in the Bonanza is 8 to 1 (250 HP). I have heard that a few folks have accidentally put 8 to 1 pistons in their O-470. They used the stock prop and 91 octane mogas.

Tim