opinion of the best engine conversion

[marr]

Besides the C- 145 what by oppinion is the best engine conversion for a cessna 170B? The engine mod may send the house to the bank but what is the best and why?

always asking,

Marr

54' 170B

[N170BP]

Well, with a blank check like that, I vote for the
210hp Continental IO-360. It fits under the stock
cowling, parts are readily available (as opposed
to the Franklin conversions), etc.

My buds and I occaisonally joke that we should
drill the front end off of an early 180 (or 182)
from the boot cowl foward and rivet it onto
my 170. That'd make a screamer out of it for sure!

[Harold Holiman]

Bela,

That is basicly what Cessna did to create the first Cessna 180, serial number 30000, along with a change of tail feathers. It was a modified 170 airframe. Serial number 30001 was the first production from scratch 180 and 30002 is still flying. Mine is 30019 and is very much 170 like which is why I call it my overgrown 170 with a funny tail.

I also agree with you that with unlimited money, the Continental IO360 would be my engine of choice for a 170.

Harold
N92CP

[marr]

My other question is, does the IO360 vibrate as bad as the L 180 HP?

always asking,
Marr

[funseventy]

Marr,

The 180 horse is a 4 cylinder without any harmonic dampeners and the IO-360 conversion is a fairly modern 6 cylinder continental. It is a smooth engine but expensive to overhaul and install.

Lycon just put out an O-300 that dyno'd at 160+ HP! I think I'd explore that. Other than that the engine upgrade I'd do is a nice low time O-470 attached to an early 180. You'll be money ahead and end up with more airplane.

Enjoy the 170 for what it is! A light on the controls fun airplane that gets you in the air everyday afterwork without spending an arm or a leg.

Kelly

[GAHorn]

The TCM O-470 is too heavy for a 170 to balance the cg. The TCM IO-360 (210 hp) is the smooth-running 6 cylinder choice I'd make if I were to upgrade. (Along with C-175 fuel tanks to keep the endurance reasonable.)
The Lycoming O-360 4-bangers are a good way to make the 170 mimic a Vultee Vibrator and make new cracks in aluminum. My 2.2 cents. ...inflation you know.

[blueldr]

Learn to operate the stock C-170 to its maximum performance and by that time you'll have enough experience and time in the airplane to know just what you need and want.

[N170BP]

Bela,

That is basicly what Cessna did to create the first Cessna 180, serial number 30000, along with a change of tail feathers. It was a modified 170 airframe. Serial number 30001 was the first production from scratch 180 and 30002 is still flying. Mine is 30019 and is very much 170 like which is why I call it my overgrown 170 with a funny tail.

I also agree with you that with unlimited money, the Continental IO360 would be my engine of choice for a 170.

Harold
N92CP

I didn't know the details (serials, etc.) but that was my understanding
as well (170 + cubic inches/hp & squared off tailfeathers = 180).

I have (I should say, had... as it's under rebuild right now) access
to an early '53 180. This thing is gutted/light (arguably one of the
lightest 180s around) and is a short hop/skip/jump away from
my 170 as far as handling/flying qualities goes (I've flown later model
180s, up to an '81 model, and the later ones are dump-trucks in comparison).

Anyway, I'd love a crack at a 210 Continental powered 170, as I think
that would be a blast to fly (same, delightful 170 handling qualities
with some oats on tap when you shove the big knob forward....).

[funseventy]

Hey George,

If you look at my post I said I'd put that O-470 in a 180. It was meant to talk about how expensive conversions are and that for the same money you could have more airplane. I guess I need to stop being cute and just put down the words that are the clearest.

[Bruce Fenstermacher]

OK Kelly if you won't go for it on the 170, I'll go with the 0-470 just like the L-19. We'll derate the engine to 145hp with a red line on the tach so it won't crack George.

[zero.one.victor]

The engine on the Cessna 305/Birddog/L-19 was the O-470-11, rated at 213 hp,swinging a 90 inch (wow!) fixed pitch prop. Some were produced with the -13 (or was it -15?) engine & a constant speed prop,don't know the diameter.
Just some trivia for those who might find it interesting.

Eric

[marr]

I know the 170 is a good light on the controls airplane, but I was just interested in making it a little bit of a better performer. I also have access to a Cessna 180 that my dad has but I am just crazy about the 170 and would like to beef it up a little, because after all it is a classic as well as the 180. “Who can blame me”!


Marr

[GAHorn]

Hey George,

If you look at my post I said I'd put that O-470 in a 180. It was meant to talk about how expensive conversions are and that for the same money you could have more airplane. I guess I need to stop being cute and just put down the words that are the clearest.

Oh, No.....I wasn't referring to your post at all. I was just commenting on why an O-470 wouldn't fit this airplane because it's a common question I recieve. I knew what you meant...but thanks for clearing up in case anyone else read it that way...

I also read/hear/etc folks talk about how a 180 is really a 170 with an O-470 and some people then peruse about installing an O-470, ...and I wanted to address that issue.
The REASON the 180 has square tail feathers is because with all that extra wt up front the airplane had insufficient control. The squared tail gave it more elevator/rudder surface area to counter that engine.
The L-19 gets away with it because the tandem seating and equipment layout makes a better balanced airplane, cg-wise. It's a shame the 170 can't make use of the O-470 because it's the best engine TCM ever made IMO.

[Dave Clark]

George you should really lighten up on the Lycoming a bit. Mine is smoother at cruise than a C-145 with a low but legal cylinder and only shakes noticeably starting and stopping. There are thousands of these O-360's on many types of aircraft and it is noted as being one of the best and most durable engines on the market. I love it.

That said the 180 Lyc doesn't make the C170 into a C180 by any means but I think it's a great choice for the airframe. I really like the idea of the Cont IO-360 also, especially if you think you'll use the extra ponies. If I were to decide to do a conversion I'd be looking for a good deal on either engine and go from there.

One thing to consider is that if you go with the DelAir conversion Lyc you can get a 200lb. gross weight increase. With my Lyc the last 100 lbs or so still makes it feel heavy. Or is that the first 100 overgross? Still it climbs at gross as well as a stocker does light.

[Harold Holiman]

I used to have a 172 with the Lycoming O-360 180 HP. I also used to fly a friend's 172XP with the IO-360 Continental. There was a very noticable difference in smoothness. The IO-360 was much smother than the four cylinder Lycoming. I also had a 172 with the factory 150 HP Lycoming and it also was not near as smooth as my six cylinder 170 or my friends six cylinder 172XP (or my 180). The 180 Lycoming on the 172 or 170 is an excellent engine and improves performance. It just isn't as smooth as the six cylinder Continental, whatever the HP. IMHO.

See ya'll in Tehachapi.

Harold
N92CP