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Looking for some feed back. Are there any Patrols out there with a Titan O-340? Have a opportunity to buy one. Would it be a good choice? or stick with a Lycoming? Searching the forum I haven't seen any reports. Thanks
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My Patrol Plans says an engine of 115 hp - 200 hp are suitable. I suspect that might mean as small as a Lycoming O-235.
I think that would be a fine engine for the Patrol. It seems to me like I have seen Lycoming O-320's on the Patrol. To be certain, find out what the empty weight and CG is. This will give you some numbers to work with when you get those.
Screenshot 2026-02-08 at 9.50.46 PM.pngLast edited by Bcone1381; 02-08-2026, 09:52 PM.Brooks Cone
Southeast Michigan
Patrol #303, Kit build -
It’s a Lycoming clone but stroked, right? Same power as my O-360, similar weight to a 0-320. That should make C/S prop selection less critical (a cheaper metal prop maybe, instead of an expensiv3 carbon one) If the price/condition equation is favourable, I don’t know why you wouldn’t take it. I also have seen (in print) 0-320 powered Patrols.Comment
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Thanks guys. To the best of my knowledge, yes 320 clone bummed up to 180hp. No doubt would be a good choice. From my research it seems they have a reputation to run hot. I don’t know if it’s an engine issue, or installation issue where cowling and baffling would solve any problems. I guess that is my biggest concern and question. If anybody is running one with those types of issues.Comment
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Well, you answered my question: “why not…?” I once had an RV-9 with an 0-320. I had trouble with high temps on the right rear cylinder. Everywhere I went with that plane, other RV owners asked me if I had experienced any temp issues. It seems to be widespread problem with that plane. I tried a bunch of things, none of which worked.
I think it’s very wise of you to consider this issue, since a stroked 0-320 would indeed seem to have more potential for hot cylinders than a stock 0-320. Still, I can’t imagine that this would be an insurmountable problem. In my case, I sold the plane and discontinued the investigation. But now I have an RV 8 baffle kit for my 0-360 parallel-valve mill and you better believe I’m paying attention to cooling, especially that right rear cylinder.Comment
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Everyone installing Vans Baffles on Lycoming Engines ought to be familiar with this thread on Vansairforce.com and go to post #24 to see a revised fixed..
The cylinder manufacturing process (when using Vans Baffles) is cast/manufactured so air will be blocked of the back of Cly #3 and front of Cly #2. It's likely Pbruce had a different issue, but this is what I think about when I see "#3 runs hot" issue broached.Brooks Cone
Southeast Michigan
Patrol #303, Kit buildComment
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This is great discussion. I’m soon going to be installing that 0-360 in my Patrol, and I would sure like to get it right the first time. Thanks guys.Comment
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wouldnt this issue be 100% dependant on the baffle geometry ? (and not anything to do with the engine...... since many many aircraft have used the o-360 and o-320 over many years ) Each cylinder generates the same amount of heat --- right ?Comment
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Yes exactly. It’s a baffling issue. The twist here is that cooling would be incrementally more challenging with the stroked O-320 (the 0–340) than a normal 0-320 due to extra heat generated. But since some planes don’t suffer from hot cylinders, it would seem like the fix is in replicating those successful cooling arrangements. I’m assuming that since I’m starting with a Vans baffling kit, I will need to make the right adjustments to it in order to insure success. I’m glad there’s guidance for that.Comment
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I’d vote against using a Titan.
The history of heat issues and not being able to cool them is not what you want on your newly finished airplane. Build it and go reap the benefits is the anticipated expectation. Not build it and continue to work on it while others question what happened.
Someone mentioned the patrol can fly use xx hp to xx hp. I probably sound like a broken record but the fastest way to be disappointed in an airplane is to not have the performance that it A) should have, and B) is published to have.
Anything less than 180hp from a 360 CI or the new turbo Rotax 916 (weight/power) will be a let down in a patrol. The design is truly based on 180-210 hp power.
I don’t have a great analogy at the moment but let’s just say I don’t want to drive a Plymouth Volare around the sky. I disliked my O-290 powered wag-aero which was similar. I loved my C90 Cub, except for the ground speed and carrying capacity and interior room, and…..
If you are assembling a Bearhawk then you have the potential to have an amazing machine with largely unmatched performance. Don’t leave the performance behind.
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