As some of my BCP brethern may now know I'm exploring an engine upgrade for my 170B. So diligence leads me to the subject of the thread title, I'm looking for a discussion on IO-360 vs IO-360, we all know the brand names of the two !!

Lyc all the way! Continental in my experience is not nearly as reliable or durable. Put a MT prop on it and you will have a great light weight, reliable smooth running combination.

Kurt

Take a look at the recommended TBO of the respective engines. That should tell you a lot. And, in fact, Lycoming tend to run well beyond tbo. Not so much with Continentals.

That said, the Continental IO 360 is rated at higher horsepower. Understanding the way those engines were certificated will suggest that the Continental may or may not make that power. Lycs were certificated to a different standard, and are more likely to make or exceed rated power.

For the record, I tend to favor Lycoming......and Pratt & Whitney, of course.

MTV

Round engine rule........hmmmmm

In all honesty, while I do like the Conti, very smooth engine or is that just a figment of my imagination. I do like the carburetor option with the Lycoming has an appeal for its simplicity for installation over the Conti

You want smooth? Install an MT propeller on that Lyc.....doesn’t get much smoother.

MTV

mtv wrote:You want smooth? Install an MT propeller on that Lyc.....doesn’t get much smoother.

MTV

Can attest to this^^^. Lyc IO-360 M1B is required to make 5% over rated Hp from factory, so 190 Hp. Roller tappet factory option, no header tank required.

I think they are both good motors.
The decision would come down to how well supported the STC is for the conversion and what motor I could get my hands on more easily.

It sounds like the Canada owner thing simplifies the need to purchase paperwork to a degree so that might lessen the supported STC side of the equation.

At Valdez, I watched 170s of both motors perform within a few feet of each other.

Another Lycoming fan here.

Rarely have I been behind a 4 cylinder Lycoming and thought "I wish this was as smooth as a Continental." Properly setup and balanced, they're all smooth. And swinging an MT is electric, butter smooth.

I do like the external flywheel/ring gear with starter mounted up front, especially since hearing tales of munched starter adapter pieces taking a ride through the accessory case.

A few unfortunate Lycoming owners will tell you they wished for a cam that was lower and better lubricated.

I'd rather work on 4 cylinders than 6, horsepower being relatively comparable.

$0.01

Zane,
Its not butter, its buttah, "smooth like buttah"

Does the Lycoming require a header tank ?

Mapleflt wrote:Does the Lycoming require a header tank ?

On the Stoots STC it does not.

denalipilot wrote:

Mapleflt wrote:Does the Lycoming require a header tank ?

On the Stoots STC it does not.

Does the Lycoming fuel injection system have a return line?

The Continental IO-360's fuel injection pumps more fuel than is needed to hold pressure with the excess fuel returned to the fuel tanks (via a small header tank). I don't think the Lycoming fuel injection works on the same principle so there is no return line and no tank needed.

My lyclone does not require the injection return line. Never had an issue with hot starts except at the beginning when I was learning it.

Also no return line on my Lyc IO 360 M1B (Stoots STC). Ditto^^^ about hot starts.

-DP

denalipilot wrote:Also no return line on my Lyc IO 360 M1B (Stoots STC). Ditto^^^ about hot starts.

-DP

Which means a big difference in the installation complexity, compared to a Continental.

MTV

It tips the scale for me if I do a full heart transplant !!!!

I would SERIOUSLY consider an MT prop if you do the engine conversion instead of a fixed pitch metal or Cato. Your take off performance will be better and so will cruise. You will get better miles per gallon which saves money and means you have to carry less fuel to complete the mission, less carried fuel means lighter weight and better performance of carry more cargo. And the MT prop is silky smooth!

Also, I saw that bubble windows are on your wish list. These are a personal preference item. I do not like them, hard to open side window, create a hell of a burble that pounds the rear window, adds drag and so on. But some people love them. Just things to consider.

The air vents Sporty's Pilot Shop sells are worth their weight in gold! Very nice to be able to direct fresh air to sick pax face or wherever in the airplane. I have installed these in every Cessna I have owned after I discovered how well they work. Think they are $499 USD if memory is correct.

A JPI-450 fuel computer of EI version is a very good item to have! I put fuel computers in everything I buy if it doesn't already have one.

These are just a few thoughts and suggestions off the top of my head, take em or leave em.

Good luck on the never ending project!


Kurt

I looked at all 3 engines when doing my conversion on Cessna 170 .The continental was a little heavier and more complex ,and then the Lycoming was ok but it does shake a bit , then I was shown a superior engine and doing the same thing and it’s vibration and quality control exceeded the Lycoming The superior was fitted to my aircraft and what a difference . I have the privilege of flying a 170 with both engines fitted [lycoming and superior] . The 170 with the superior feels stronger to fly and has more power. The 170 with the superior has a sensenich prop with 60in pitch while the Lycoming 170 has a fixed pitch mt prop [58 ins but not to sure] . Fuel consumption in cruise with the combination of superior/sensenich has a much better fuel consumption. Down to 34 liters a hour in cruise at 8000ft . The Lycoming engined 170 ,cruised at 38 to 40 liters a hour at 8000ft. The superior engined aircraft weighs 1428lbs and the Lycoming engined aircraft weighs 1490 lbs.

Since the Lycoming IO-360 has been paired with the Stoots conversion STC throughout this comparison thread,
shouldn't the Continental IO-360 be considered with the Isham STC, which provides 210-hp and a 2000-hr TBO?