Has anyone used the O-320 H2D engine in a Rebel? Just wondering if there is any fitting problems using it with the "speed cowl" as I may have a line on one for my plane and someone said that the dimentions are different than other 0-320"s. I have read about the engines past problems but sounds like it should be a good engine.
Thanks,
Bruce
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O-320 H2D in Rebel?
-
Wayne G. O'Shea
O-320 H2D in Rebel?
The engine mount will have to be reworked as the accessories are placed differently on the rear case!!!! I'm pretty sure there is someone on the list that has this engine installed, is there not?
Wayne
Wayne
----- Original Message -----
From: Flyin B Ranch (flyinb@kfalls.net)
To: murphy-rebel@dcsol.com (murphy-rebel@dcsol.com)
Sent: Monday, February 04, 2002 9:38 PM
Subject: O-320 H2D in Rebel?
Has anyone used the O-320 H2D engine in a Rebel? Just wondering if there is any fitting problems using it with the "speed cowl" as I may have a line on one for my plane and someone said that the dimentions are different than other 0-320"s. I have read about the engines past problems but sounds like it should be a good engine.
Thanks,
Bruce
-
Robert Johnson
O-320 H2D in Rebel?
Bruce and all. My Rebel "652" has a 1976 O320 H2AD 160 HP engine. I purchased the firewall forward kit from Murphy but did have to have the dynafocal engine mount altered. This model of engine has a circular hump at the back-top of the case which would not clear the mount as supplied. Also I am using this engine with the original single drive dual mag which required a firewall pocket to facilitate removal without removing the engine. I have put a picture for your reference in the Rebel misc. entitled "firewall". This access cut-out has a bolt on 1/8 door from inside the cockpit which makes the firewall very ridged when assembled. If you (Bruce) proceed and would like more detailed sketches, let me know. Incidentally I did go with the metal Sensenich prop which does make for a smooth running engine.
-
Flyin B Ranch
O-320 H2D in Rebel?
Thanks Robert for the info and picture. Dont look any major changes needed, my only concern is I want to run regular auto gas and looks like this engine may be higher compression and need 100ll.
Bruce
Bruce
----- Original Message -----
From: Robert Johnson (ob.johnson@sympatico.ca)
To: murphy-rebel@dcsol.com (murphy-rebel@dcsol.com)
Sent: Tuesday, February 05, 2002 5:16 AM
Subject: Re: O-320 H2D in Rebel?
Bruce and all. My Rebel "652" has a 1976 O320 H2AD 160 HP engine. I purchased the firewall forward kit from Murphy but did have to have the dynafocal engine mount altered. This model of engine has a circular hump at the back-top of the case which would not clear the mount as supplied. Also I am using this engine with the original single drive dual mag which required a firewall pocket to facilitate removal without removing the engine. I have put a picture for your reference in the Rebel misc. entitled "firewall". This access cut-out has a bolt on 1/8 door from inside the cockpit which makes the firewall very ridged when assembled. If you (Bruce) proceed and would like more detailed sketches, let me know. Incidentally I did go with the metal Sensenich prop which does make for a smooth running engine.
-
Rebflyer
O-320 H2D in Rebel?
Hi Bruce,
I believe that the Turners out of Thunderbay Ont. installed one in their Rebel. Seems the biggest problem was the single point for both mag system that moves the mags back so far that you would have to build a box in the firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag in the accessory case. They had great luck and it seems to be operating well. I believe the went with a Jeff Rose system opposed to the Lightspeed setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto spark advance and much hotter spark. Enough of that. I do not know if they had any problems with vac pumps or other accesories, but I don't think so. Good luck, and keep at it, It's
worth it Curt N97MR
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I believe that the Turners out of Thunderbay Ont. installed one in their Rebel. Seems the biggest problem was the single point for both mag system that moves the mags back so far that you would have to build a box in the firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag in the accessory case. They had great luck and it seems to be operating well. I believe the went with a Jeff Rose system opposed to the Lightspeed setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto spark advance and much hotter spark. Enough of that. I do not know if they had any problems with vac pumps or other accesories, but I don't think so. Good luck, and keep at it, It's
worth it Curt N97MR
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Rebflyer
O-320 H2D in Rebel?
Hi Bruce,
I believe that the Turners out of Thunderbay Ont. installed one in their Rebel. Seems the biggest problem was the single point for both mag system that moves the mags back so far that you would have to build a box in the firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag in the accessory case. They had great luck and it seems to be operating well. I believe the went with a Jeff Rose system opposed to the Lightspeed setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto spark advance and much hotter spark. Enough of that. I do not know if they had any problems with vac pumps or other accesories, but I don't think so. Good luck, and keep at it, It's
worth it Curt N97MR
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I believe that the Turners out of Thunderbay Ont. installed one in their Rebel. Seems the biggest problem was the single point for both mag system that moves the mags back so far that you would have to build a box in the firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag in the accessory case. They had great luck and it seems to be operating well. I believe the went with a Jeff Rose system opposed to the Lightspeed setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto spark advance and much hotter spark. Enough of that. I do not know if they had any problems with vac pumps or other accesories, but I don't think so. Good luck, and keep at it, It's
worth it Curt N97MR
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Mike Kimball
O-320 H2D in Rebel?
I can't remember which model of O-320 had the bad rep, but there is a
particular model that has a "lemon" reputation and led to a significant AD.
I was thinking it was the "H" engine but I could be wrong. A quick web
search only came up with the following:
..."H" engine. Lycoming produced an entirely different O-320 for the 76-77
Cessna 172. The fuel pump was mounted over the front left cylinder, the
accessory case at the rear is integral and a different shape...
I will dig out my old Aircraft Consumer's Guide and find out which engine
was the "problem engine" and what the problem was.
Mike Kimball
SR#044
-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Rebflyer@aol.com
Sent: Wednesday, February 06, 2002 1:14 PM
To: murphy-rebel@dcsol.com
Subject: Re: O-320 H2D in Rebel?
Hi Bruce,
I believe that the Turners out of Thunderbay Ont. installed one in their
Rebel. Seems the biggest problem was the single point for both mag system
that moves the mags back so far that you would have to build a box in the
firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag
in the accessory case. They had great luck and it seems to be operating
well. I believe the went with a Jeff Rose system opposed to the Lightspeed
setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto
spark advance and much hotter spark. Enough of that. I do not know if they
had any problems with vac pumps or other accesories, but I don't think so.
Good luck, and keep at it, It's
worth it Curt N97MR
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particular model that has a "lemon" reputation and led to a significant AD.
I was thinking it was the "H" engine but I could be wrong. A quick web
search only came up with the following:
..."H" engine. Lycoming produced an entirely different O-320 for the 76-77
Cessna 172. The fuel pump was mounted over the front left cylinder, the
accessory case at the rear is integral and a different shape...
I will dig out my old Aircraft Consumer's Guide and find out which engine
was the "problem engine" and what the problem was.
Mike Kimball
SR#044
-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Rebflyer@aol.com
Sent: Wednesday, February 06, 2002 1:14 PM
To: murphy-rebel@dcsol.com
Subject: Re: O-320 H2D in Rebel?
Hi Bruce,
I believe that the Turners out of Thunderbay Ont. installed one in their
Rebel. Seems the biggest problem was the single point for both mag system
that moves the mags back so far that you would have to build a box in the
firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag
in the accessory case. They had great luck and it seems to be operating
well. I believe the went with a Jeff Rose system opposed to the Lightspeed
setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto
spark advance and much hotter spark. Enough of that. I do not know if they
had any problems with vac pumps or other accesories, but I don't think so.
Good luck, and keep at it, It's
worth it Curt N97MR
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Flyin B Ranch
O-320 H2D in Rebel?
Curt,
The electronic mag sounds like a good way to go...Thanks for the imput.
Bruce
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The electronic mag sounds like a good way to go...Thanks for the imput.
Bruce
Hi Bruce,
I believe that the Turners out of Thunderbay Ont. installed one in their Rebel. Seems the biggest problem was the single point for both mag system that moves the mags back so far that you would have to build a box in the firewall to accomedate them. Their a
nswer was to go to an electronic mag for one mag and install a standard mag in the accessory case. They had great luck and it seems to be operating well. I believe the went with a Jeff Rose system opposed to the Lightspeed setup.(that's what I have) They are
very dependable and you can convert to automotive plugs. Also gives you auto spark advance and much hotter spark. Enough of that. I do not know if they had any problems with vac pumps or other accesories, but I don't think so. Good luck, and keep at it, It's
worth it Curt N97MR
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Flyin B Ranch
O-320 H2D in Rebel?
Yea they seemed to have upper end lubrication problems and a few other AD's but when all is complied with seems to be a good engine and some of the bad rep it got was blown out of porportion from what i have read.
Bruce
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Bruce
I can't remember which model of O-320 had the bad rep, but there is a
particular model that has a "lemon" reputation and led to a significant AD.
I was thinking it was the "H" engine but I could be wrong. A quick web
search only came up with the following:
..."H" engine. Lycoming produced an entirely different O-320 for the 76-77
Cessna 172. The fuel pump was mounted over the front left cylinder, the
accessory case at the rear is integral and a different shape...
I will dig out my old Aircraft Consumer's Guide and find out which engine
was the "problem engine" and what the problem was.
Mike Kimball
SR#044
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Robert Johnson
O-320 H2D in Rebel?
Yes guys; It was the O320 H2AD that got the bad rap. I looked into it before
I bought mine. the main problem was with the camshaft lubrication. The
original oil feed lines where small, took to long to get a proper amount of
oil up there if the engine had been sitting unused for a period of time. It
appears that the flying schools did not have to much of a problem do to the
frequent usage.My particular engine was installed in a Cessna 172 in Nov of
1977 and removed in Sept. of 1986 with a total tach. time of 1507.3. I have
the original engine log and the only other problem that was AD,ed (if there
is such a wording) was to replace the non-metal oil pump gears, originally
with powdered metal, then again with "steel"-like mine. On my rebuild, the
new design camshaft has been surface treated to extend the life. As an added
precaution I installed a high pressure quick disconnect fitting and I can
plug in a manual hand operated remote oil pump and achieve 20 to 35 psi oil
pressure while adding additional oil before I ever turn it over. Maybe a bit
of an overkill but it put my mind at ease. Bob- Rebel "652" Flying (when the
weather permits)
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I bought mine. the main problem was with the camshaft lubrication. The
original oil feed lines where small, took to long to get a proper amount of
oil up there if the engine had been sitting unused for a period of time. It
appears that the flying schools did not have to much of a problem do to the
frequent usage.My particular engine was installed in a Cessna 172 in Nov of
1977 and removed in Sept. of 1986 with a total tach. time of 1507.3. I have
the original engine log and the only other problem that was AD,ed (if there
is such a wording) was to replace the non-metal oil pump gears, originally
with powdered metal, then again with "steel"-like mine. On my rebuild, the
new design camshaft has been surface treated to extend the life. As an added
precaution I installed a high pressure quick disconnect fitting and I can
plug in a manual hand operated remote oil pump and achieve 20 to 35 psi oil
pressure while adding additional oil before I ever turn it over. Maybe a bit
of an overkill but it put my mind at ease. Bob- Rebel "652" Flying (when the
weather permits)
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Drew and Jan
O-320 H2D in Rebel?
Did some of the H engines fail because of the single magneto drive? Of
course using an electronic ignition would avoid that problem.
Drew
At 12:09 PM 2/7/2002 -0500, you wrote:
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course using an electronic ignition would avoid that problem.
Drew
At 12:09 PM 2/7/2002 -0500, you wrote:
-----------------------------------------------------Yes guys; It was the O320 H2AD that got the bad rap. I looked into it before
I bought mine. the main problem was with the camshaft lubrication. The
original oil feed lines where small, took to long to get a proper amount of
oil up there if the engine had been sitting unused for a period of time. It
appears that the flying schools did not have to much of a problem do to the
frequent usage.My particular engine was installed in a Cessna 172 in Nov of
1977 and removed in Sept. of 1986 with a total tach. time of 1507.3. I have
the original engine log and the only other problem that was AD,ed (if there
is such a wording) was to replace the non-metal oil pump gears, originally
with powdered metal, then again with "steel"-like mine. On my rebuild, the
new design camshaft has been surface treated to extend the life. As an added
precaution I installed a high pressure quick disconnect fitting and I can
plug in a manual hand operated remote oil pump and achieve 20 to 35 psi oil
pressure while adding additional oil before I ever turn it over. Maybe a bit
of an overkill but it put my mind at ease. Bob- Rebel "652" Flying (when the
weather permits)
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Terry L McClary
O-320 H2D in Rebel?
Our flying club has a C-172 with this engine. Haven't had a problem with
the reliability of the single - dual mag but I can tell you they are very
expensive to have rebuilt.
Terry
On Thu, 07 Feb 2002 20:26:46 -0500 Drew and Jan <drewjan@execulink.com>
writes:
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the reliability of the single - dual mag but I can tell you they are very
expensive to have rebuilt.
Terry
On Thu, 07 Feb 2002 20:26:46 -0500 Drew and Jan <drewjan@execulink.com>
writes:
Did some of the H engines fail because of the single magneto drive?
Of
course using an electronic ignition would avoid that problem.
Drew
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Rebflyer
O-320 H2D in Rebel?
Hi all,
Actually the single point mag was ok once you got everything timed right.
Timing the first drive to the accessory case, then each mag to that. Not
impossible, just time consuming, and in a spot thats hard to see if the
engine is installed.(So what's new) I guess answer to that question is that
there is no AD on the drive, just the mags. Curt N97MR
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Actually the single point mag was ok once you got everything timed right.
Timing the first drive to the accessory case, then each mag to that. Not
impossible, just time consuming, and in a spot thats hard to see if the
engine is installed.(So what's new) I guess answer to that question is that
there is no AD on the drive, just the mags. Curt N97MR
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