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O-540 C4B5

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dogsbark(at)comcast.net
Guest

Posted: Mon Jan 28, 2008 10:05 pm Post subject: O-540 C4B5

Looks like I may have found a sweet deal on an engine for my 10.  It is a rebuilt Lycoming O-540 C4B5.  Will add injection system.



After searching the archives it appears this is a good fit for the ten with the following considerations:



1.  Engine mounting ears are too large.

2.  Oil filler neck options may be different than D4A5.

3.  "the work of getting the baffles fit around the case is a fair bit more on the C4B5 (in my experience) than the D4A5",    

     Jesse Saint.

4.  No clearance between the pan and engine mount.



Can anyone elaborate on these points and/or other things to look for?  



Your help is appreciated!



Thanks,



Sean Blair

#40225

dav1111(at)erfwireless.ne
Guest

Posted: Tue Jan 29, 2008 3:51 am Post subject: O-540 C4B5

I installed an IO-540C4B5 on my RV-10.  I did have to  change out the ears but the oil sump had plenty of clearance with the engine  mount. 

  

 I installed engine baffles but after a hot Texas summer I am  in the process of converting them to a James Aircraft plenum.  I wish  I had gone with the James Aircraft plenum and cowl from the beginning as it  appears that the install of the plenum from scratch would have been easier than  the Van's baffle system and would have given me much better cooling with less  drag.

  

 I am going with the James Aircraft plenum and cowl on the RV-7  I am in the process of building as well.

  

 Russ Daves

 N710RV - RV-10 190+ hours

 N65RV- RV-6A Sold

 N742PZ - RV-8 Co-Builder

 N____RV - RV-7, Waiting on QB  Fuselage

    [quote][b]

jesse(at)saintaviation.co
Guest

Posted: Tue Jan 29, 2008 6:23 am Post subject: O-540 C4B5

Well, it looks like you might have your baffles issue solved.  Russ,  

you want to sell your baffles?



We didn't have any issue with clearance on the engine mount.  I get  

the impression that Van's has changed the cross-bar to allow for more  

clearance, but I don't know for sure.



Just make sure you know all of the details and price out any changes  

before you buy.  I know of at least 2 cases where the engine ended up  

costing as much or almost as much as a new experimental by the time  

everything was "fixed up".  IMHO, the only way to get ahead with a  

used engine, unless you build it up or overhaul it yourself (and think  

through the resale value in this case) is to get an engine that is  

running and runnable for at least a couple of years of use.



I am sure there are exceptions to this.



do not archive



Jesse Saint

Saint Aviation, Inc.

jesse(at)saintaviation.com

Cell: 352-427-0285

Fax: 815-377-3694



On Jan 29, 2008, at 12:47 AM, dogsbark(at)comcast.net wrote:



 	  Quote: 	
		   



 Looks like I may have found a sweet deal on an engine for my 10.  It  

 is a rebuilt Lycoming O-540 C4B5.  Will add injection system.



 After searching the archives it appears this is a good fit for the  

 ten with the following considerations:



 1.  Engine mounting ears are too large.

 2.  Oil filler neck options may be different than D4A5.

 3.  "the work of getting the baffles fit around the case is a fair  

 bit more on the C4B5 (in my experience) than the D4A5",

     Jesse Saint.

 4.  No clearance between the pan and engine mount.



 Can anyone elaborate on these points and/or other things to look for?



 Your help is appreciated!



 Thanks,



 Sean Blair

 #40225

tomflysalot

Joined: 22 Jan 2008
Posts: 27

Posted: Tue Jan 29, 2008 2:56 pm Post subject: O-540 C4B5

The only C4B5 is injected (it is an IO-540-C4B5, normally out of an  Aztec).  It can be modified to fit an RV-10.  I sold one last month  for that very purpose.  The C4B5 is rated at 250 HP (at)2575 RPM.  Since  it is basically the same engine, the D4 series is rated 260 HP (at) 2700 RPM.

  

 Tom Lawson

 970-420-1798

 

   [quote][b]

acs(at)acspropeller.com.a
Guest

Posted: Tue Jan 29, 2008 3:39 pm Post subject: O-540 C4B5

Sean, check the governor mounting studs if you're using the Vans supplied MT

Governor. There are two lengths and C4B5 may have the shorter stud that will

need replacement to get enough "nut" on the studs for Safety.

Ears were good.

Mount clearance 3/8"

John 40315

--

dogsbark(at)comcast.net
Guest

Posted: Tue Jan 29, 2008 9:41 pm Post subject: O-540 C4B5

Thanks everyone for your input!

If this motor checks out, the other items you all mentioned seem do-able.

You've been a lot of help.



Sean Blair

#40225 

http://websites.expercraft.com/seanb



do not archive

ddnebert

Joined: 14 Jun 2007
Posts: 17

Posted: Fri Feb 01, 2008 5:33 am Post subject: Re: O-540 C4B5

I see many more C4B5-type engines listed than the D-series engines. Are the 700+ of us -10 builders keeping the demand high, or is the D-series just less common?

_________________
RV-10 Builder #40546
Tail mostly done, wings complete, end of SB fuse, working on doors and fiberglass

tomflysalot

Joined: 22 Jan 2008
Posts: 27

Posted: Fri Feb 01, 2008 7:56 am Post subject: O-540 C4B5

A very probable reason for the abundance of the C4B5 is shear numbers. 

The most built aircraft with this engine is the Aztec.  There are over

2400 Aztecs registered (and they each have two engines).  



The D4A5 was in the Comanche 260. There are only 700 of them registered.

Hmmm.



I try to get the best ones, overhaul them, and recertify them, and sell

them.  Either makes a good choice.



Tom

970-420-1798

61brv10

Joined: 10 Feb 2008
Posts: 1

Posted: Sun Feb 10, 2008 5:03 am Post subject: Re: O-540 C4B5

Where can the mount ears be found? Thanks in advance.

coop85(at)cableone.net
Guest

Posted: Tue Feb 12, 2008 3:53 pm Post subject: O-540 C4B5

If I remember correctly, I got some mounting ears for the IO-540C4B5 on my

Skybolt from Atlanta Air Salvage.



Marcus

40286



Do not archive 



--

ddnebert

Joined: 14 Jun 2007
Posts: 17

Posted: Tue Feb 12, 2008 7:29 pm Post subject: Re: O-540 C4B5

I looked at the engine spec sheet from Lycoming and it shows the weights and dimensions, HP, RPM, TBO for the various IO-540 models. It appears that the O-540-A and -B models are nearly exactly the same dimensions as the -D and -C models, and about 10 pounds lighter (minus FI system?). It also appears that this model (-B4B5 and -B1B5) is autogas STC-d. 



Would this be a viable/easy alternative for the RV-10, dimension and accessory-wise?

_________________
RV-10 Builder #40546
Tail mostly done, wings complete, end of SB fuse, working on doors and fiberglass

pilotdds(at)aol.com
Guest

Posted: Wed Feb 13, 2008 6:56 am Post subject: O-540 C4B5

I used the B4B5 and used autofuel mix with good results.I did overhaul the engine and raised the compression to 9:1 so no more autofuel.It is a good fit and I found no particular problems.

 

 

 728DD 180 hours

 --

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