-----Original Message----- >One of the reasons the performance of the 0-200 seems so much better is >that along with the additional 15 HP increase the STC also calls for a >climb prop. Great in the higher elevations, the STC was originally done up >in Colorado but can be a busy down lower. Basically the 0-200 is a C-90 >that has a vacuum pump and turns faster to get the additional 10 hp. The >primary change is the cam to allow valve timing to work more better at >higher RPM. Those with an illegal "normal" pitch still get improved climb >over the 85-90 hp models. BTW the 0-200 has the same problem with 100LL as >the rest of us. It's the low compression that is the real problem. >Dave Hubbard 41 Charlie >http://www.flash.net/~dmprosvc/dave > That's interesting info about the O-200, I didn't know that....I also didn't know that it requires the Climb prop...interesting.
I don't have my mechanic handy to tell you what he would say about that,
but
here is what it says in "Pilots Guide to Affordable Classics" by Bill
Clarke:
"Valve modifications that you should watch for have bgeen made to some
Continental Engines. These changes are to relieve the valve erosion
problems encountered when using 100LL avgas.
A-65/A-75:
Replace the intake valves with part #639661, and the exhaust
valves
with part #639662.
C-75/C-85/C-90/c-145/O-200/O-300:
Replace the intake valves with part #641792, and intake valve
seats
with part #641793.
There are similar modifications avilable for the AVCO Lycoming engines.
These modifications will be noted in the engine log. Check for them.
Fine wire spark plugs, if approved for your engine, are claimed to be less
prone to lead fouling."
Now I don't know how this relates to the low compression that you are
talking about, as I know very little about engines, but I have to assume
this is the sort of thing that my mechanic was refering to with regards to
100LL operation being OK with the O-200 with valve modifiactions.
-Tom
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