I am researching cylinder options for an 0-540-B, and would like to know if anyone has installed these Prime cylinders on a narrow deck lycoming.
Was there any fit issues?
Did the pushrods need to be resized?
Any pre or post break-in issues?
Any surprises when compared to Lycoming Factory Cylinders?
Thanks
Steve

Continental can't build good cylinders for their own engines.

Aren't the Prime cylinders simply relabeled ECI parts?

I am currently rebuilding a spare core for the Travel Air, and after researching all the cylinder options came to the conclusion that we are going to go with new Lycoming Cylinders.

Cutting straight to the chase. The engines currently on the airplane have been overhauled once, and during that overhaul, the cylinders were inspected and new valve guides installed with new exhaust valves. The cylinders now have over 4500 hours on both engines and are still going strong. Also, new Lycoming cylinders seem to help with resale value.

I believe these are the same cylinders on your engine.

After what I spent on garbage Continental cylinders for my O-470 and TSIO-520, I'd pull my own head off before I bought a Continental-manufactured cylinder for my Lycoming.

Lycoming factory new is what I'd buy, period.

I agree Lycoming makes decent cylinders. It still may be worthwhile to have an engine shop check them over before installation.

On top of the fact that I think Continental is going through one of those times where they are not doing real well!

It is nearly impossible to beat a factory Lycoming new cylinder!

Just recently had to make this choice myself on a wide deck IO-720. I didn't want overhauled cylinders and couldn't find 8 lycoming cylinders in stock anywhere so I went with Continental Prime. This engine is on an ag plane so it sees heavy use, after 34 days and 120 hours we had a valve stick which bent a pushrod tube then causing most of the oil to exit the case. Valves can and will sometimes stick on all cylinders so I'm not necessarily blaming the cylinder but also not sure I'd make the same decision over again. Continental did stand behind the cylinder with warranty FWIW.

Note to Continental Motors CEO:

Dear sir,

Please fix the manufacturing processes and update the design of your big bore Continental cylinders; so when new they last more than 200 hours, before trying to clone your competitors parts.

I’m hoping your engineers are able to learn by reverse engineering your competitors superior product and adapt roller lifters and sodium exhaust valves as a design option.

Signed,

Contemptible customer

I would rather push a Lycoming than fly a Continental! The O-360 on the TravelAir was practically bulletproof. The last I heard that plane is at 2700 hours and the engines are still in good shape. We did have to replace a valve between 1100 and 1400 and replace the exhaust on one engine.

The IO-540 in the 182 is just about as trustworthy as the IO-360, but just a little thirstier! Instructors and Students beat the hell out of it for over 1900 hours IIRC and it had very few problems.

I do understand that Lycoming has had some quality issues lately but most of the engine shops can look at a jug and just about tell you how long it will last.

If it were me, I would look at Lycoming and/or one of the good engine shops. I can no longer recommend the shop that did the 182's overhaul as it has been bought out by the same firm that had issues at Leesburg.