Let me begin by saying that for the most part I've been satisfied with the performance of my Conti 0-300 as installed in a 170B. That said there will come a time when a heart transplant may be required so I've wondered about the best course of action. Lets assume a top overhaul is determined to be advisable, along with mag overhaul and a starter replacement. I see that touching on $8-$10K. Since my 170B is in the OM category (she's Canadian) I'm thinking that it may not be that much more of a stretch financially to source a built up Conti IO-360 and just do a fully on heart transplant plus the required other items, header tank etc.

Looking for the flaws in my thinking or the positives from the BCP community, I'd never get out alive asking elsewhere within the 170 world !!

Thanks in advance, cheers

Does being in the OM category in Canada help with approval of mods in any way? Or just lets you, the owner, maintain it without an A&P cert?

Does the Cont IO-360 swap in clean? There's a bit of a minefield regarding the IO-360s IIRC. @Whee would know more, having recently gone through searching for suitable cores.

I think a carbureted Lyc O-360 could swap in cleaner (save for the cowl blisters.)

@Denalipilot went with the Lyc IO-360, though the one STC for it is not exactly cheap. IIRC it's about $25K alone for the kit, sans engine.

Any way you slice it, 180+ horsepower really makes the 170 sing. 210hp would be nice.

I dont think most folks like to hear it... but the best thing to do is either keep the stock motor, or sell it and buy one that already has a 180HP in it. Or buy a 180.

The OM category allows for "self-directed" maintenance, and the use of OEM components, either originals or STC bits and pieces without certification paperwork just installed in "accordance with".

As I understand it the Conti fits under the hood without cowl mods, not sure about the engine mount, its early days yet in my R&D

All suggestions are welcomed, thanks

So if keeping the "stock" motor is the advisable course of action; it may well be that's cool she's performed well, speed its my issue. However I've heard tell of "magic" being applied to the classic engine that garners a bit more grunt, any insight on that kind sir ?

Mapleflt wrote:So if keeping the "stock" motor is the advisable course of action; it may well be that's cool she's performed well, speed its my issue. However I've heard tell of "magic" being applied to the classic engine that garners a bit more grunt, any insight on that kind sir ?

https://backcountrypilot.org/forum/high ... -300-21800

https://backcountrypilot.org/forum/c170 ... -300-20333

p.s. Zane's recall about the cost for the IO-360 Lyc STC is higher than mine, but it's been a while and I didn't dwell on it. I do like flying it though.

-DP

This one just came up on Alaska's List:

http://alaskaslist.com/-3/posts/10_Tran ... _170B.html

It looks really cool, but it doesn't exactly sound like you are looking to replace what you have.

170 engine upgrades don't seem to make a whole lot of sense on paper... in stark contrast the aircraft decisions that the rest of us are making

I think going to the conti IO-360 would he a waste. You can't have a CS prop in the OM category. An IO-360 with a FP prop is just leaving so much on the table... even a Lyc 360 and having to keep a FP prop kinda sucks, but is better. Would he fun to put a Lyc 320 on there though...
But some high comp pistons on the O-300 would probably wake it up a bunch...

Judging from his avatar, maplflt is on floats. Finding a float kit equipped 170 isn’t the easiest task.

There’s something to be said for starting out with a well known airframe......don’t ask how I figured that out.

I find it fascinating that CERTAIN folks will thoroughly condemn the engine conversion on a 170, having THEMSELVES just committed a PPonk conversion their own selves.....

I can tell you that a 180 or 210 hp 170 is an ass kicking machine. In fact, I was told a number of times by folks that they’d seen my 170 in places they’d never go with a Super Cub before I owned it. Course, the guy I bought it from was a former P-51 driver and insurance adjuster. He used the airplane to fly into accident sites to evaluate recovery costs. I never pushed it that hard, but it would kick ass on ANY 180, any day.

So, if that’s the direction you’re inclined, and you’re pretty attached to that plane, go for it. You’ll never look back.

My preference would be the Lycoming conversions, but.....it’s your plane.

Just go into this eyes wide open, and don’t sweat the nay sayers.

MTV

Mike, did the conversions you flew have fixed pitch or CS props?

A1Skinner wrote:Mike, did the conversions you flew have fixed pitch or CS props?

I’ve flown maybe a half dozen of them, all with constant speed props except one. If I were going to do one, I’d definitely go with constant speed prop.

MTV

mtv wrote:

A1Skinner wrote:Mike, did the conversions you flew have fixed pitch or CS props?

I’ve flown maybe a half dozen of them, all with constant speed props except one. If I were going to do one, I’d definitely go with constant speed prop.

MTV

And that's the problem. Hes in owner maintenance. OM Does not allow CS props in Canada. Hence my comment about it kinda being a waste. He be better off staying with the 0-300 and trying to mod it a bit I think.

It still wouldn’t be a waste. On floats, with the right prop, he’d still significantly improve takeoff performance. The O-300 equipped 170 on floats has “leisurely” takeoff characteristics, at best.

An Lycoming O-360, even with a fixed pitch prop would wake that up. I’m not aware of a fixed pitch conversion for the Continental O-360, but there may be one.

MTV

I vote just do the big engine. Imagine the plane coming out the other end of the process.. it's going to be sweet. It might be gone now but there was just a 170B on floats with 180hp engine for sale, I think on alaskaslist. I was tempted even though I already have a 180.

-Asa

Good to know Mike. The beauty of the OM category is that you dont need a conversion, you just do it. Just have to follow some guideline. Staying under 200 hp and remaining fixed pitch are a couple of th big ones.

Thanks for all the great insight, I'll put it to good use.

Mapleflt wrote:Thanks for all the great insight, I'll put it to good use.

Looking forward to see what you come up with!

If you're thinking about a TCM IO-360 in a 170...

You'll need a new motor mount. Either a Cessna 337 or Hawk XP cradle with new legs.
- I have such a mount available without paperwork if you're interested.
There is a fixed pitch option - the prop off the early T-41s.
- I have two of those props (different pitches) without logs if you're interested.
- Fixed Pitch, you can use the old skull cap spinner and make the bird look 100% stock from the outside.
- Read up on the T-41s with fixed pitch. They had an issue of flooding the motor if you pull the throttle back too quickly.

Exhaust is a PITA to make up but not impossible if you know a good TIG welder. I might know a guy willing to make up a set.There is nothing stock that I know of that will bolt on.
- It's POSSIBLE I might go another route for exhaust at which point mine will be for sale but that's a really big IF at the moment.

Header tanks and what-not is fairly straight forward...just a lot of tubing to bend and flare. Try to get the header tank under the floor and follow the HawkXP plumbing as its a much cleaner setup.

No cowling modifications needed.

Whats the approval look like in Canada to do something like this?

Bigrenna wrote:I dont think most folks like to hear it... but the best thing to do is either keep the stock motor, or sell it and buy one that already has a 180HP in it. Or buy a 180.

As usual Greg is probably 100% correct, and I don't want to hear it. I still think I am going to do it to my 170 before I retire in a couple of years. I am just really fond of this plane, and I have a while to plan. I have just bought an 80x42 prop so maybe that will make me happier.

My early thoughts now are leaning towards new cylinders and higher compression pistons with associated accessories (i.e. rings, pins etc). To handle timing issues/concerns I'd like to consider ditching the older impulse mags for something more solid state in nature. On the exit side a powerflow style exhaust system if such exists may be worth the effort. If this bumped me into the 160 hp bracket that might serve my needs adequately and be a "manageable" project for the off season.

In addition I planning some weight reduction, digital instruments and interior so I will be watching those projects closely for there rewards gained there.

Once more this site has proved its value to the GA world of aviation, many thanks to all.

Cheers,