Applicable engine: Lycoming O-320-E2A, -E2D, -E3D These kits (choose Kit A or B) allow you to increase from 150-hp to 160-hp using the existing 150 hp Lycoming O-320-E2A, -E2D and, -E3D engine. Involves installation of pistons, wrist pins, and ring sets. Both kits include carburetor. OPERATOR'S MANUAL Lycoming Lycoming 0-320, 10-320, AIO-320, LIO-320 SERIES AIRCRAFT ENGINES 2nd Edition March 1973 Approved by F.A.A. 60297-16 Printed in U.S.A. This autorun CD covers the following lycoming O-320 series engines, whether in a piper, mooney, cessna, beechcraft, bellanca etc. You need this CD manual. Saratoga, lance cherokee six, 17-31 bellanca and others. Aircraft / Avionics Orders: (800) 447-3408 Radio Control Orders: (877) 219-4489. Lycoming O-320-E3D Aircraft Engine, 0 TSMOH. Engine was removed from a Piper PA-28 Cherokee and rebuilt. S/N L-47730-27A. 8591.8 Total Hours. Shipping charges via ground freight will be determined when destination is known.

Lycoming 0-320 series engines

The Lycoming 0-320 series engines of 150-hp to 160-hp look very much like the four-cylinder Lycomings of lesser power. The increased cubic-inch displacement is the result of increased bore. Stroke is the same as the O-235's and O-290's - 3.875 inches. All modern light plane engines of the opposed cylinder layout are over-square. That is, stroke is markedly less than bore. A short stroke holds down piston speeds and reduces wear.

In design and operation, the O-320's tappets are almost identical to the hydraulic tappets used on Continental engines. As the camshaft lobe actuates the cam follower and pushes the hydraulic lifter cylinder outward, the oil in the chamber acts as a cushion. While the engine valve is off its seat a bit of oil leaks between the plunger and cylinder bore to compensate for any contraction or expansion in the valve train. Then, as the cam lobe moves off the follower and the engine valve closes, the supply chamber immediately refills and prepares for another cycle.

The 0--320series engines have provision in the crankcase (ahead of number one cylinder) for a hydraulic propeller installation. Also, the chrome moly crankshaft on some models are fitted with a pair of small propeller flange bushings which allow this shaft, designed for constant-speed propellers, to accommodate a controllable-pitch prop. But crankshafts intended for constant speed props may not be substituted for shafts in fixed pitch installations unless the plug, in the rear of the hollow front section of the shaft, is installed. (Or removed, if switching from fixed-pitch to controllable pitch). The 0-320 in the used market may or may not have chromed cylinder barrels. Just make sure that you never put chromed piston rings into a chromed cylinder barrel, because something has to give, and chrome against chrome makes this impossible. As a general rule, Lycoming chromes the cylinder barrels of its higher horsepower engines in manufacture, while Continental prefers to use chrome rings.

Internal engine lubrication is conventional on the 0--320s. Mains, con rods, camshaft bearings, tappets, and pushrods are pressure lubricated. Oil collectors and spray lubricate the piston pins, cylinder walls, and gears. The oil pump, located in the accessory housing, sucks oil from the sump and sends it through a drilled passage in the accessory housing a threaded connection on the rear face of the housing, through a flex line and into the external cooler. Pressure oil from the oil cooler returns to another threaded connection on the accessory housing and goes through a drilled passage to the oil pressure screen, which is in a casting mounted on the accessory housing. If cold oil or an obstruction should restrict the oil flow to the cooler, a bypass valve allows the oil to flow directly from the oil pump to the oil pressure screen chamber.

From the pressure screen chamber, oil flows through a drilled passage to the pressure relief valve (located on the upper right side of the crankcase ahead of the accessory housing), and this relief valve maintains proper oil pressure in the engine by diverting excess oil back into the sump. The pressure oil is then fed to the main oil gallery in the right half of the crankcase.

Flowing through this main gallery, the oil is distributed to the drilled passages which take it to the main bearings of the crankshaft. Angular holes are drilled through the mains to the rod journals where sludge removal tubes are located. Thus the centrifugal force of the crankshaft in motion removes sludge and foreign matter that may be in the oil.

Drilled passages from the rear main send oil to the crankshaft idler gear shafts. And oil from the main oil gallery also flows to the cam and valve gear passages, and then through branch passages to the hydraulic tappets and cam bearings. Oil enters the tappet through indexing holes and goes out through the hollow pushrods to the valve mechanism, lubricating the rocker bearings and valve stems.