(Phil Kellman) wrote in message . com...
Well, the trustworthy engine (TSIO-520P) in my P210 has put in its
1500 hours or so without complaint, and it is time for a new engine.

The choice is a new or factory remanufactured engine. My trusted
Cessna sources in Santa Maria, CA favor a new Continental engine (at
about $37,000), but they are not particularly negative about a reman
from Continental (about $31,000). I've also talked to Western Skyways
about a reman. with the Millenium engine (very roughly $29,000). I've
heard good things about ECI cylinders but haven't looked into
specifics.

snipped for length

My number one goal is to have a reliable engine and avoid an early top
overhaul. Second, if a problem develops, I'd like to be working with a
company that honors their warranty to the utmost. Third, I would like
to think I am getting a decent price.

snip

My number one goal has always been to have a reliable overall engine
installation, which is even more important on a turbocharged single.

The engine itself can really be overhauled anywhere (at widely
variable costs), and realistically not have a significant difference
in "reliability". But the engine (w/mags and fuel system)is really
only one component of the installation.

I'm not familiar with the P210 engine installation, but am familiar
with many other turbocharged single- and twin-engine installations.
Critical components can include flexible oil and fuel lines, and
exhaust components-including stacks, wastegates, turbos and turbo
mounts, and controllers.

Quotes for "overhaul" from different shops seldom include the same
laundry list of these items, they can be overhauled, but often at
additional cost. Often, parts are "sorta" inspected, cleaned up and
re-used as they are not specifically required to be accomplished under
the definition of an engine overhaul. Personally, I would NEVER
(emphasis on the NEVER) reuse exhaust stacks on any turbocharged
engine at overhaul time. The stack material is only intended to last
for a finite number of heating/cooling cycles and operating hours. The
changes in the material are for the most part invisible, and
eventually result in bulging, alignment changes, erosion and cracking.

The other components (except for the fuel and oil lines) can indeed be
overhauled and placed back into service.

"Factory" engine pricing typically includes all these items, although
there can be a few items which are airframe installation specific. In
another post, you mention TIO-540 engines, which I am very familiar
with. The "extra" components I mentioned are seldom included in field
and custom overhaul shop pricing, but are included in factory pricing.
On a -J2B/D these extra components add up quickly, and represent
approximately $20,000 of the factory price. A Malibu Mirage engine
(-AE2A I think)has two turbos, with related mounts and extra plumbing
and two intercoolers (also with related brackets)-this is where the
large difference in factory pricing of what you would think are
similiar engines comes into play. Depending on the installation, an
alternator may or may not be included.

It is often problematic to duplicate the condition of a factory
new/reman (or for Brand L overhaul) turbo-engine installation on the
custom and field level at a comparable cost. If a field overhaul has
already been performed, it is more likely that some of the extra
components have been over-looked or passed-over. In these cases, I've
recommended factory engines for the overall lower cost/higher overall
installation reliability, not necessarily because I thought the
"engine"'s were any better.

I'm a paranoid mechanic that also occasionally flies, but again,
especially on a single, all the other items under the cowl also
receive special attention at engine overhaul time. When the engine is
out (and out of the way) is the best time for the baffling to be
repaired, the engine-related wiring and flexible plumbing to the
engine should be addressed also. It is the most cost-effective time to
do it, and if done properly, will often need little/no attention until
the next overhaul interval.

The bottom line is, I've seen/had more maintenance issues with what I
would consider to be "external" engine components, than the "internal"
ones. And when comparing overhaul costs from facility to facility,
always ensure that you are comparing apples to apples. Whether the
core engine has been overhauled, overhauled to new standards,
remanufactured, or new is an option based purely on the owner's
personal preference/budget/aircraft utilization.

Hope some of this helps;

TC