The International Cessna^® 170 Association

Its getting close to overhauling my C-145 in my 53 170B. I was thinking about upgrading to a 0-300. I was wondering. If I upgrade, how much change does this take? Is it worth the money and time? What am I gaining. The C-145 has always performed well over the years so I am wondering should I change.

Larry

I don't remember all the differences, but I think the O-300D has an accessory pad for a vacuum pump. Mattituck wants $24,500 to overhaul one. Cores are pretty cheap, though. I've seen a couple of yellow tagged cores for under $4K.

If it were me, I would probably go the O-360 route. Although I'd hate to get away from that smooth Continental Six.

deleted by the author

As your plane is a 53 you most assuredly have a dampened crank as undampened cranks were only used in about the first year in '48. But I have one in my '50 because someone installed an older motor.

Other than the possible difference in the crank there is no practical difference between a C-145 and a 0300A. All the parts are the same part numbers. George tells me there is a difference between the C-145 and the 0300A case halves but I've yet to see any. Maybe the size of the oil galley plugs and maybe casting marks.

Bottom line if your spending money only to have 0-300A stamped on the data plate you are wasting money.

There are also differences in cam and lifter materials, etc., as well as some specifications (largely unimportant.)

There are many ways that assembly can confuse this issue. One example might be a '53 airplane receive a 55 O-300 engine with a 48 crankshaft and 8-bolt DM prop in/on it.
Throw in a -D accy case with a vacuum pump and .... it gets a little confusing....

(Hint: There is no such thing as a "pre-buy" inspection. There are only Annual Inspections.)

gahorn wrote:(Hint: There is no such thing as a "pre-buy" inspection. There are only Annual Inspections.)

And some of us think we're being real smart by paying to have the plane annualed in lieu of a "prebuy" (whatever that is) since it's spelled out very clearly what needs to be accomplished in an annual and it's illegal for an IA to return an airplane to service if it isn't airworthy, yet we still end up with a laundry list of items that should have come up during the annual. Next time I'm bringing a magnet and my digital calipers to make sure the IA is not a jack-leg, slack-jawed yokel.

If you want something done right, do it yourself.