Upgrade to O-320 A2B from O-235 C in 7ECA Citabria

[BobintheLake]

First question: I'm currently replacing O-235 with O-320 A2B in my 7ECA (STC SA029779CH). When all is said & done, the closest ACA production aircraft will be the GCAA, the biggest difference being fuel capacity. Does it make sense to keep the GCAA POH on board and use the GCAA POH & TCDS as reference points for most things going forward, e.g. RPM limitations during the break-in period, etc.

Second question: I'm considering using 3 1/8" panel spot for engine monitoring. Any suggestions for this with priorities being better monitoring of primary engine instruments (CHT, EGT, etc), reliability and ease of use/interpretation.

 

[Bob Turner]

That seems like an electronic magneto STC.

If you can find an STC for the 160 hp version you would be miles ahead. The ECA can be converted just using the type certificate, but it requires factory metal spar wings.

My experience with the 150 vs 160 is, in addition to the extra power, you get from 10 gph down to about 7.5.

I just brought a 7ECA from Denver - I got 105 mph at 6.2 gph. A great engine/airframe combination. Cheaper x-c than a Cub.

 

[Bartman]

Ja, google says it's an electronic ignition STC but maybe there's just a typo in the number.

As I understand it, the STC makes the swap a little easier in that all of the hardware and stuff that needs to be done is laid out in the instructions whereas a conversion via the type certificate means you have to research all of the differences and make sure your installation complies with all of them. Maybe I'm wrong but that's how I understand the attraction of doing it via STC.

Welcome @BobintheLake to the site! We LOVE pictures, especially of projects like yours that we don't get to see very often. How far along are you with it?

 

[November67]

RPM limitations during the break-in period, etc.

Second question: I'm considering using 3 1/8" panel spot for engine monitoring. Any suggestions for this with priorities being better monitoring of primary engine instruments (CHT, EGT, etc), reliability and ease of use/interpretation.

I would advise to get an engine monitoring system in your plane before you start the break-in, so you're able to read all the CHT's and EGT's for every cylinder. That way you can break the engine in at the maximum safe cylinderhead temp (430 degrees) with as much rpm as that temp allows to avoid glazing of the cylinders.
Have a look at :

Choosing and Upgrading Your Engine Monitor - SavvyAviation

Aircraft owners often ask us for advice about what kind of engine monitor equipment we recommend installing in their airplanes. Owners who already have engine monitors installed often seek advice about upgrading them with additional capabilities or replacing them with newer, more advanced...

www.savvyaviation.com

Have fun with your new engine!