O340 in LEZ?

[jportman]

I have an EZ with the O320 in it. I upgraded the engine to 160 HP pistons a while back and what a difference and extra 10HP makes.

I was going to sell the bird because I operate from a grass strip and the hangar rent was/is no joy to deal with. But recently I had to fly the plane a lot and I "remembered" why I love this plane.

 

On to my question:

I'd love to up the engine using the ECI 340X stroker kit which replaces the crank, rods and pistons. According to the guys at ECI this would result in about 15 to 17 more HP (175 to 177) or 185 if I did the full monte (put on the cold air fuel injection).

 

Since there is no appreciable change in weight and balance, what are the possible "gotchas"? I can think of:

 

• More strain on the engine mount and firewall/fuselage interface.
• Too easy to surpass VNE (already kind of a problem)

Just looking for input from the experts.

 

Thanks in advance.

[Lynn Erickson]

I have an EZ with the O320 in it. I upgraded the engine to 160 HP pistons a while back and what a difference and extra 10HP makes.

I was going to sell the bird because I operate from a grass strip and the hangar rent was/is no joy to deal with. But recently I had to fly the plane a lot and I "remembered" why I love this plane.

 

On to my question:

I'd love to up the engine using the ECI 340X stroker kit which replaces the crank, rods and pistons. According to the guys at ECI this would result in about 15 to 17 more HP (175 to 177) or 185 if I did the full monte (put on the cold air fuel injection).

 

Since there is no appreciable change in weight and balance, what are the possible "gotchas"? I can think of:

 

• More strain on the engine mount and firewall/fuselage interface.
• Too easy to surpass VNE (already kind of a problem)

Just looking for input from the experts.

 

Thanks in advance.

first thing that comes to mind is you will need a different prop to use the extra horse power. question, does the new crank use the smaller 3/8" prop bolts or the 1/2 " ones like the real Lycoming O- 340? will it fit your extension. are your 3/8" prop bolts strong enough for the extra hp. will you need a new extension.

 

fuel injection requires a high pressure high $ electric fuel pump set up with pressure regulator and bypass valve. the stock facet pump fill not work.

 

cooling could change and the oil cooler may not be big enough. the Lycoming O-340 requires a minimum of 9 row cooler .

 

Since you will split the case why not do the Cam. how many hours are on the engine? will it need a new cam anyway? once the cylinders are reinstalled will the push rods need to be replaced to get the proper lifter clearence. will the case surfaces be OK to reassemble or will the case need to be machined and line bored oversize and require different new bearings.

 

they call it an 340X, so that means you will become one of ECI,s test pilots

 

just a few gotchas to think about

[jportman]

first thing that comes to mind is you will need a different prop to use the extra horse power.

 

Possibly. Having the prop reworked is around $350.00 (quote from catto propellers). Craig advised me to fly it and note the RPM gains, then send it in if necessary to be re-pitched.

 

question, does the new crank use the smaller 3/8" prop bolts or the 1/2 " ones like the real Lycoming O- 340? will it fit your extension. are your 3/8" prop bolts strong enough for the extra hp. will you need a new extension.

 

The crank is available with either flange. I could have a custom extension made for a few hundred, if needed. (I only use a 3 incher).

 

 

fuel injection requires a high pressure high $ electric fuel pump set up with pressure regulator and bypass valve. the stock facet pump fill not work.

 

 

That's why they specify it in the fuel injection conversion kit. I will probably not do the fuel injection immediately as it requires plumbing changes. I am thoroughly familiar with FI airplanes. A very good high pressure electric pump can be had for $110 if you know where to look.

 

cooling could change and the oil cooler may not be big enough. the Lycoming O-340 requires a minimum of 9 row cooler .

 

Possibly. My oil temps run 160 to 180 degrees max currently. Even on hot days. The oil cooler is in a spot where putting in a bigger one would be no sweat if needed.

 

Since you will split the case why not do the Cam. how many hours are on the engine? will it need a new cam anyway? once the cylinders are reinstalled will the push rods need to be replaced to get the proper lifter clearence. will the case surfaces be OK to reassemble or will the case need to be machined and line bored oversize and require different new bearings.

 

 

Engine has about 80 SMOH. Why would the pushrods change dimension?

The crank is a drop in replacement, so no line boring needed. The engine is currently in excellent condition.

 

they call it an 340X, so that means you will become one of ECI,s test pilots

just a few gotchas to think about

 

True, but a bunch of them are flying. Lycoming even made a 340 for a while.

 

Still looking for more information about structure, etc.

 

Thanks