Fits Wide Deck Engines. Does Not include Rocker Arms, piston pin or valve covers.Fits the following models:. AEIO-320-E1A, E1B, E2A, E2B (Wide Deck). IO-320-A1A, A2A, E1A, E1B, E2A, E2B (Wide Deck). O-320-A1B, A2B, A2C, A2D, A3A, A3B, C2B, C2C, C3B, C3C, E1A, E1B, E1C, E1F, E1J, E2A, E2B, E2C, E2D., E2E, E2F, E2G, E2H, E3D, E3H (Wide Deck).

Conditions apply. Please call 1-800-826-9252 for details.Application information is provided for reference only. Make sure to refer to the applicable airframe/engine manufacturer's manual for exact application information.

Disclaimer: While reasonable efforts have been made to ensure all information on this website is accurate, Aircraft Specialties Services does not assume responsibility for any errors or omissions. All specifications, illustrations, data and prices are subject to change without notice. Applications and interchangeability information depicted on this website is strictly for reference only. Installers must consult the engine/airframe IPC for the manufacturer’s approved data. All prices 'each' unless specified. Images represent attributes, not quantity. Application information is provided for reference only.

DEPARTMENT OF TRANSPORTATION. FEDERAL AVIATION ADMINISTRATION. TEXTRON Lycoming. O-320-A1A, -A1B,. October 2006 TITLE: O-320 Operator's Manual DOCUMENT PART NUMBER. Learn to speak french deluxe 10 free download. O-320-E2F, O-320-E2A, O-320-E2B, O-320-E2C, O-320-E2D, O-320-E3D,.

Make sure to refer to the applicable airframe/engine manufacturer's manual for exact application information.

I have an 0320 E2D converted to 160 HP.As I understand it, the E2D has the O-235 configuration for the front main bearing.This bearing surface has the same area as the mainbearing on a 160 hp engine but isin two sections. This configuration was never certified at 160hp. No reason why itwon't work but the engine must then be experimental. The only change is pistons.My conversion was done during a major overhaul by a certified shop.No problems have resulted from the change. 200 hours SMOH.Steven Jensen27.09.93 09:32. One writer comments that 160 hp Lycoming O-320's must burn 100LL. Not so.Petersen STCs are available for them to burn 93 octane premium unleadedautogas in many certified airframes (the STC isn't needed for an Experimental).It would be good to bring the engine up to current ADs (metal carb float andhardened exhaust valve seats are the relevant ones for burning unleadedautogas).-Rod Farlee, (215) 382-7800Bio-Rad, Sadtler Div., 3316 Spring Garden St., Philadelphia PA 19104Kerry Kurasaki28.09.93 12:24.

In article (Rod Farlee) writes:One writer comments that 160 hp Lycoming O-320's must burn 100LL. Not so.Petersen STCs are available for them to burn 93 octane premium unleadedautogas in many certified airframes (the STC isn't needed for an Experimental).It would be good to bring the engine up to current ADs (metal carb float andhardened exhaust valve seats are the relevant ones for burning unleadedautogas).And I guess if you.really.

want to experiment, one could always playwith water injection. My.guess. is for that size engine, the extra weightwould cost more than the extra HP generated.Mike Best27.09.93 09:36. In article (Richard Bibb) writes:Does anyone have experience/advise in converting a Lycoming O-320-E2Dfrom low compression (150hp) to high compression (160hp).My understanding is that.all. that is required is to change the pistons,but I suspect there are a few caveats to go along with it.Hmm, I'm away from my log book but I'll try. I've done this and have an(untested) O-320 engine hanging on the back of my hangar queen. I believethat the O-320-E2A conversion makes the resultant powerplant an O-320-D2A(again, relying on memory).

I don't recall that I did anything extraordinaryduring the rebuild of this engine (with supervision mind you) than to usethe larger displacement pistons. In article writes:As I understand it, the E2D has the O-235 configuration for the front mainbearing. This bearing surface has the same area as the mainbearing on a160 hp engine but is in two sections. This configuration was never certifiedat 160hp. No reason why it won't work but the engine must then be experi-mental.

The only change is pistons. My conversion was done during a majoroverhaul by a certified shop.Harry's right, I recall that the Lycoming technical support (Bob Walters)stated this to me. I have been using Harry as my pioneer while I pretendthat I'll fly my Long along his one day:)No problems have resulted from the change. 200 hours SMOH.Geez Harry, ya don't have to rub it in!Mike BestDoug Bloomberg29.09.93 10:04. In article, (Doug Bloomberg) writes: the 160HP burned 1 gal less (per hour than the 150 hp O-320) Same prop, same airframe. Better efficiency in the 160hp engine.There's two sides to this argument, of course. If you figure fuelcost-efficiency, and compare mogas to 100LL, then the answer comes outdifferently.

For example:150 hp burning mogas 8 gal/hr @ $1.20/gal = $9.60 per hr160 hp burning 100LL 7 gal/hr @ $2.20/gal = $15.40 per hrSo, you pays your money and you makes your choice. Now what we reallyneed is a mogas burning 180 hp Lyc.

M-Audio FireWire Solo for Mac. M-Audio FireWire Solo for Mac. Free Midiman/M-Audio Mac OS X 10.4 Intel/PPC Version 1.8.1 Full Specs. Download Now Secure Download. Publisher's Description. M audio firewire solo 1.10.5 for mac. My FireWire 1814 interface is still viable on my Mac Pro 1,1 running 10.7.5; there is a known workaround to get the 1,1 to run newer OS versions - if/when I do it, then I'll have to decide whether to buy a new audio interface, or keep a 10.7.5 partition around for use with the FW 1814. Mac NOT RECOGNIZING M-Audio Firewire Solo I am running an iMac with Tiger 10.4.11. I've had this problem a few times and have fixed it by following the steps outlined in this thread (downloading new drivers, uninstalling and reinstalling etc) but this last time nothing worked. 'M-Audio.,'FireWire Solo.1.10.5 I'm try to download firewire for my M audio 410 but I know my Mac is snow but 32 or 64 bit? Jose - Answered by a verified Mac Support Specialist get-extension 1971 app 1982 M-Audio,FireWire Solo #(1.10.5), #open,torrent, 10.10.4 jtD, hidden. Network 1964,'.format,ios. FireWireOSX1105.zip: Applies To: FireWire Solo ProFire Lightbridge NRV10 ProjectMix I/O Firewire 1814 FireWire 410 FireWire Audiophile: Operating Systems: Mac OS 10.6.8 (32-Bit) Mac OS 10.6.8 (64-Bit) Mac OS 10.7.4: Version: 1.10.5 (Mac) Release Date:: Release Notes.

What's the status on that? Can itbe done without some special water injection system?-Cap Smith Assistant Prof. Of MISUniversity of MontanaRichard Bibb30.09.93 10:57. In article (Charles A. Smith) writes:In article, (Doug Bloomberg) writes: the 160HP burned 1 gal less (per hour than the 150 hp O-320) Same prop, same airframe.

Better efficiency in the 160hp engine.There's two sides to this argument, of course. If you figure fuelcost-efficiency, and compare mogas to 100LL, then the answer comes outdifferently. For example: 150 hp burning mogas 8 gal/hr @ $1.20/gal = $9.60 per hr 160 hp burning 100LL 7 gal/hr @ $2.20/gal = $15.40 per hrBut the 160 hp can burn mogas! Super-Unleaded has enough octane he issueis whether the fuel system can handle it without vapor-lock problems.Sure super-unleaded mogas costs 10-20 cents more than regular but you shouldstill come out ahead.

And who says you have to open the throttle all the wayanyhow. Based on all the psots I'll probably make the conversion but probablymore because I now own a 150hp engine and want a 160hp engine and not for allthe other, quite valid, reasons given.Glad I generated some useful discussion.-Richard BibbCisco Systems, Inc.703-715-4031FAX: 703-715-4044Orval R. Fairbairn01.10.93 12:45.