The International Cessna 170 Association

HELLO ALL,
CAN ANY ONE GIVE ME SPECIFICS ON ATHE 180HP UPGRADE?
I HAVE A CHANCE TO BUY SEVERAL PARTS FOR IT, JUST NEED TO KNOW IF THEY WILL WORK.
WHAT IS THE BEST STC FOR THE CONVERTION?
THANKS

The best , by far, kit and STC for the Lycoming O-360 conversion on a Cessna 170 is the one by Delair in Porterville CA. It aint cheap but it is THE BEST.

blueldr wrote:The best , by far, kit and STC for the Lycoming O-360 conversion on a Cessna 170 is the one by Delair in Porterville CA. It aint cheap but it is THE BEST.

...(for a Lycoming conversion)...

Best currently available

My personal choice of engine upgrade was the Continental IO-360 of 210 HP. That engine really makes the C-170 perform and it fits right inside the cowling without the cheek bumps required with the Lycoming. Unfortunately, that STC is not presently available.

Don't forget Stoots Aviation.
He has horsepower upgrades available.
http://www.stootsaviation.com/Cessna_170___172.html
Dwayne

This is a little off topic but,
Is there any concern about dropping 210hp into a 60 year old airframe that was designed for 145hp?
Yeah, this is kinda flame bait but age can make a difference.

Is that similar to transplanting a 20-year old athlete's heart into a 75-year old's body?
Dwayne

Installing an engine with sixty five more horsepower in a sixty year old airframe didn't worry me a bit, Hell, I only wish it had been a hundred and sixty five more horsepower. But then you have to consider that my flying thrived on mogas too.

The engine mount takes most of the abuse of the horsepower increase, and that's why the mount is such a critical part of the mod. (and why FAA gave XPMods the red flag when they switched source.) The airframe limits usually remain the same, i.e. Speeds/Weights, so airframe receives little extra stress . If you think about it...what's the difference in replacing the TCM IO-360 in an old 172XP versus installing one for the first time in an old 1956 172 (same airframe as ours? ... although vibration and crack propagation can be an issue such as in the case of the 4-cyl Lycomings. Increased maintenance results, of course.)

Has anyone had any experience with the Stoots 180hp Lyc IO-360M1B STC and upgrade in the the Cessna 170? Any comments on cost, easy of installation, cowl & nose bowl modifications, and parts would be appreciated. Reading their link posted above it sounds like a nice combination using a engine that is currently in production. I know I could call them to discuss, but would appreciate feedback from someone who has actually done it to their 170.

Looks like an alternative, eventually, might be the Lycoming IO-390 engine at 210 hp. Data on one installed on a C-175 reportedly gained about 5 mph vs the IO-360 (Lyc), 180 hp engine, but quite a bit smoother. Doubt it would be as smooth as the Continental IO-360, but maybe a longer life engine? Maybe someone will get an STC for the Continental IO-360 again. Hopefully if they do and the engine happens to have come from a Cessna 172 Hawk XP it will permit the 210 hp vs the Hawk's 195 hp. I think its only an rpm difference. It only comes down to $$$$$$$$$$$

Remember, anything over 180 HP might keep you with a 3rd class medical. For us older folk , we need to be aware of the options.

John

One of the biggest problems in a conversion to a Continental IO-360 engine is the difficulty in locating other than a new engine. If you watch the various trade publications, Continental IO-360 engines are very rarely available in the normally aspirated, right hand rotation, type. For some reason, left hand rotation
LTSIO-360 engines always seem to be anvailable from the overhaulers.

Sure would be nice to get a smooth running six cyl. engine under the hood.