I could never find these docs when searching old posts so I figured I would throw them up here. New engine came off the dyno at 316hp / 611 torque lean to peak. I know there is some controversy about the correction method that is used at Lycon... but anyway, here is some data for what it is worth to ya.

Nice, what was the density altitude during the test?

I really dont know. Altitude at their shop is about 300' and no idea on other variables. Probably pretty low to get those numbers.

Which Pponk engine is this? What displacement? Is it carbed?

It is the Pponk 470-50 but it was built from a 520. Yes, carbed. high compression pistons. I've got a 3 blade MT on the way, Acorn exhaust, and SPW mount... so we will see how this 58' straight tail does in the air.

Should be a rocket ship Worthy! I can't wait to get a ride in it.

ington6 wrote:It is the Pponk 470-50 but it was built from a 520. Yes, carbed. high compression pistons. I've got a 3 blade MT on the way, Acorn exhaust, and SPW mount... so we will see how this 58' straight tail does in the air.

Very cool. Seems like the port and polish did grab you a few extra ponies too. I'm looking at doing a ported and polished i0-550 at overhaul time.

Does anyone know what continental uses for mixture settings when they rate an engine? Just asking because it seems a bit of a marketing gimmick to say it’s a 300 hp engine, but not at an authorized mixture setting for normal operations. I know, I’m mixing engine operations from a POH, but most of those don’t allow leaning when above 75-80% power, so in the real world a 300 hp engine on the stand (leaned to peak) is something less because it’s running 250+ deg rich of peak.
Perhaps the important thing is a consistent method across shops so we consumers can compare since installed hp is often less than test stand data.

Perhaps the important thing is a consistent method across shops so we consumers can compare since installed hp is often less than test stand data.

Yes, it would be interesting how my low compression Pponk would compare too. My cousin was impressed last evening when we took off in my 180K with 2 blade MT.

First, I doubt any of the manufacturers or overhaulers have much interest in setting up a verifiable test. Voodoo doesn’t sell well with real data. As was pointed out, claiming 300 hp at settings above allowable is, shall we say suspect. Second, even if the engines could be tested side by side, the whole powerplant package, with propeller, would need a “pull test” method to actually be relevant. Still it would be helpful if GAMI or the like would do a side by side polished vs none polished test and publish the results.
The automotive racing world does inlet polishing and valve porting, but on engines made by the millions, not 10 s.

We originally sent our O-470R to Lycon. But after finding that rebuild time was likely more than six months and getting slow response on questions, we paid to send it to Pro-Aero. The built it per the XP-470 STC instructions. Time will tell if we made the right choice. We got it back in under 3 months. It pulls well with the 3 blade Hartzell. I have no test results as to delivered horsepower.

As to all the options Lycon offers, we tried to get clarity on what some of them did. Other shops either said items Lycon listed as optional were included in the other shop’s bid, or the other shop didn’t understand what Lycon was offering. Which led to the questions we couldn’t get answers to from Lycon. From all I have heard Lycon is a good shop and I have only the above experience so don’t take this as a negative on Lycon. I just don’t personally do well with confusing options.

PNW Flyer wrote:Other shops either said items Lycon listed as optional were included in the other shop’s bid, or the other shop didn’t understand what Lycon was offering..

just wondering what those optional items were? Didn’t understand what they were offering, that sounds really odd - seamed pretty clear to me.
I had the opposite experience with Lycon - I asked a ton of questions and found them to be pretty responsive. They told me upfront what the lead time was, and they kept to that time line.

It is likely that I didn’t know enough to ask good questions, I wanted to know what the “upgrade to factory new cylinders “was compared to. The offer was a 520 core but didn’t say anything about cylinders. Was the baseline reconditioned TCM cylinders? Probably

“Strip paint ...” from the undescribed ones?

“Special coatings...” sounds good but I was hoping for some details for $1122.

“Performance camshaft grind” How does this differ from the PPONK STC grind?

Presumably all very explainable but we didn’t get a response.
Again, I am not meaning to bashing them at all, just passing along what I learned. Anyone with a mid 70s 182 on floats, it would be great to test them head to head. But you don’t get to cheat with aerocets.

Quote
UPGRADE TO FACTORY NEW CYLINDERS $4,750.00
PORT FLOW AND BALANCE CYLINDERS (W/ VENTURI SEATS)
$1,800.00
STRIP PAINT FROM CYLINDERS, ALODINE HEADS, PAINT BARRELS BLACK FOR IMPROVED COOLING $285.00
SPECIAL COATINGS ON PISTONS, VALVES, AND SPRINGS $1,122.00
PERFORMANCE CAMSHAFT GRIND
$650.00
DER FIELD APPROVAL TO ALLOW 8.5:1 COMPRESSION PISTONS $1,000.00
INSTALL NEW GEARS (CAM & CRANKSHAFT) $1,604.99
INCLUDED
INTEGRAL OIL PUMP/OIL FILTER UPGRADE
$1,620.00 PHASE III OVERHAULED CRANKCASE EXCHANGE
VAR CRANKSHAFT GRIND
$1,150.00
$1,550.00
MCAULEY PROP GOVERNOR OVERHAULED OUTRIGHT
LARGE DECONGEALING OIL COOLER
INCLUDED
INCLUDED COMPLETE ENGINE BALANCETEST CELL RUN - WITH DYNO TEST INCLUDED

I'm curious as to things like "performance camshaft grind" & "port flow & balance cylinders".
Seems like anything beyond what continental and/or Ponk (or whoever) spells out in their overhaul manual
would need approval or some sort of official blessing, if done to a certified engine.
I do see that the quote sheet called out a $1K fee for a DER field approval to install 8.5 pistons.

Ly-Con builds a clean engine no doubt, but a lot of their mods are questionable. A fair amount of “Snake Oil” claims. I have seen several of their port and polished engines that had to run high fuel flows to keep the cylinders cool enough to last any length of time in service. More is not always better if you expect any longevity. Peak power at some ridiculous lean mixture with unrealistic correction factors on the dyno is smoke and mirrors.-Lots of folks throwing tons of coin and not thinking things through.