Titan 340CC User manual

Copyright © 2015 Airmotive Engineering Corp.
All rights reserved. Permission to reproduce or transmit in any form or by any
means, electronic or mechanical, including photocopying and recording, or by
any information storage and retrieval system, must be obtained in writing from
Engine Components International, Inc. corporate offices.
Trademarks
ECi®, Nickel+Carbide®and TITAN®are trademarks or registered trademarks of
Engine Components International, Inc.
All other company, product or service names referenced in this document
are used for identification purposes only and may be trademarks of their
respective owners.
Contact
Airmotive Engineering Corp.
Corporate Office
9503 Middlex
San Antonio, TX 78217
800-324-2359 | Tel [phone] | Fax [phone]
Web: www.titanengine.com
Email: [email protected]

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 3
Table of Contents
1.0 Description 4
1.1 General 4
1.2 Cooling System 6
1.3 Fuel System 6
1.4 Lubrication System 6
1.5 Priming System 6
1.6 Ignition System 6
2.0 Specific Modifications 7
3.0 Operating Instructions 9
3.1 Starting Engine 9
3.2 Warm Up and Taxi 10
3.3 Run-Up 10
3.4 Take-Off and Climb 10
3.5 Cruise 11
3.6 Let-Down 12
3.7 Landing 12
3.7 Stopping the Engine 12
4.0 Operating Conditions 13
4.1 Fuel Grade and Limitations 13
4.2 Oil Grade and Limitations 13
4.3 Operation Limitations 14
4.4 Overhaul Period 15

4 | Copyright © 2015 Airmotive Engineering Corp.
1.0 Description
1.1 General
The TITAN®340CC engine has been tested and are manufactured in
accordance with ASTM F2339-06. The TITAN®340CC engine is a 4-cylinder,
direct-drive, horizontally-opposed, and air-cooled engine. In referring to the
engine, the front is described as the propeller flange, the accessory case is at
the rear of the engine, the oil sump is located on the bottom, and the pushrod
shroud tubes are located on the top of the engine. Reference to left and
right side of the engine is made with the observer in the pilot (rear) position
facing the accessory section of the engine. The cylinders are numbered from
front to rear with odd numbers on the right. The direction of rotation of the
crankshaft (as viewed from the rear) is clockwise. Rotation of accessory drives
is determined with the observer facing the drive pad.
The cylinders are of conventional air-cooled construction with 2 major parts:
head and barrel, which are screwed and shrunk together. The heads are
made of aluminum alloy castings. Rocker shaft bearing supports are integrally-
cast in the head with an electro-polished stainless-steel rocker cover sealing
the upper valve train from the environment. The cylinder barrels are made
of thru-hardened steel that will have a Nickel+Carbide®coating for additional
corrosion and wear prevention.
A conventional camshaft is located above and parallel to the crankshaft. The
camshaft actuates the hydraulic lifters to operate the valves via pushrods and
rocker arms. The rocker arms actuate about a floating rocker shaft, and the
valve springs are retained via hardened steel retainers and lower seats and
standard split keepers.
The crankcase assembly consists of 2 separate cast aluminum crankcase
halves, which are mated and machined together for precision fit with the
crankshaft and mating parts. The separate halves and the attaching structure
are secured together using floating thru-bolts, studs, bolts, anchor bolts,
and nuts. The mating surfaces of these 2 separate halves are joined without
the use of a gasket, and the main bearing “saddles” are machined to use
standard SAE sleeve-type bearings. No gasket or sealer material is allowed at
the bearing bosses of the crankcase, but some sealer materials are allowed at
the upper and lower split line. Reference is made to ECi TN 09-1.
The crankshaft is manufactured from 4340 VAR steel which has all bearing and
forged surfaces nitrided. Connecting rods are H-type alloy steel forgings also

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 5
using standard SAE sleeve-type bearings at the interface with the crankshaft
and bronze bushings at the interface with the piston pin. The connecting
rod is bolted around the crankshaft pins via 2 bolts and nuts through each
connecting rod cap.
The pistons are machined from aluminum alloy and are secured to the
connecting rod via a floating steel piston pin, each manufactured with integral
aluminum plugs to prevent wear against the cylinder barrel wall. Each piston
has 2 compression rings and a single oil control ring.
The 340CC lightweight accessory case does not have provisions for
accessories, and is made from a magnesium casting. The housing forms part
of the oil pump and a cover for the rear of the engine.
The oil sump attaches to the bottom of the engine and has at least one drain
plug. The sump has internal air passages for the cylinders and an oil galley
to provide engine lubrication and with a suction screen to prevent debris from
circulating through the engine. The sump has a pad on the bottom to attach
the carburetor. The 340CC oil sump is fabricated from aluminum sheet with
welded construction.
The TITAN®340CC engine is designed to be cooled via air pressure forced from
the top of the engine to the bottom of the engine during flight. Air is directed
over the cylinder heads via baffles, which attach between each cylinder pair.
The air is exhausted out the rear of the engine via baffles associated with
each airframe installation. The engine is designed to be operated with at least
6.5 inches of water cooling air pressure drop across the engine in the most
adverse flight and operating conditions. An oil cooler that can extract up to
500 BTU/min of heat energy is required.
The 340CC engine uses a MA4SPA (or equivalent ASTM approved) carburetor,
which is a single barrel float-type carburetor equipped with a mixture control
and an idle cut-off. The carburetor requires fuel delivery to the carburetor inlet
between ½ and 5 psi. Approximately 18 inches of fuel head provides ½ psi
for gravity feed systems.

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1.2 Lubrication System
The 340CC engines utilize a pressurized wet sump lubrication system that is
actuated by an impeller-type oil pump contained inside the rear (accessory)
housing.
1.3 Priming System
Priming is achieved by a priming system or a throttle pump on engines utilizing
a carburetor.
1.4 Ignition Systems
The ignition system used on the TITAN®340CC engine is an electronic system
produced by Lightspeed Engineering. The cylinders are machined for 14mm
spark plugs. Other electronic ignition systems or magnetos may be used
on the engines, but must be either FAA Approved or be shown compliant
to ASTM F2339-06. No traditional drive gears or mounting pads have been
provided in the 340CC Engine.
Figure 2 View of TITAN-340CC with Lightweight Sump

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 7
2.0 Specic Model Specications
TITAN-340CC (9:1 CR)
ASTM Engine Specification 340S
Takeoff horsepower 180
Takeoff engine speed, RPM 2700
Take-off manifold pressure, In.-Hg 28.5
Maximum Continuous horsepower 80
Bore 5.125
Stroke 4.125
Displacement, cubic inches 340.4
Compression ratio 9:1
Firing order 1-3-2-4
Maximum Ignition Timing 25º BTDC
Accessory Direction of
Rotation
Drive Ratio to
Crankshaft Max. Torque (in-lbs)
Max. Overhang
Moment
(in-lbs)
Continuous Static
Starter CCW 16.56:1 N/A 450 150
Alternator CW N/A 60 120 175
The TITAN-340CC Engine Provides for the Following Accessories

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Component Weight Arm2Moment
Basic Engine1223.00 14.50 3,233.50
Add Oil Filter 1.39 29.30 40.73
Add the Starter 7.85 4.97 39.01
Add the Alternator 5.50 4.97 27.34
MA4-SPA Carburetor 3.50 18.80 65.80
Ignition Harness 1.50 14.30 21.45
Spark Plugs 1.32 13.98 18.45
Coils + Bracket + Hardware 1.75 12.48 21.84
Starter Ring Gear and Support 5.50 1.90 10.45
Total Weight and Moment 251.3 3,478.57
Weight
1Basic Engine Configuration:
• Cub Crafters oil sump and induction tubes
• Hollow front main crankshaft with plug for fixed pitch propeller
* Starter ring gear and support, caburetor, magnetos, ignition system and spark plugs not included.
The plasma II is not included because it is installed on the airframe.
2Arm Datum is the front of the propeller ring gear support.
Method for Computing Engine Weight and Center of Gravity:
1 Start with basic engine weight and moment.
2 Add or subtract weight and moment of components added or removed.
3 The new total moment is divided by the new total weight to establish the new
complete engine center of gravity.

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 9
3.0 Operating Instructions
3.1 Starting
1 Perform pre-flight inspection:
2 Fuel Valve: ON
3 Carburetor heat: OFF
4 Mixture: FULL RICH
5 If a boost pump is installed: ON
6 Throttle: CRACKED ABOUT ¼ TRAVEL
7 Prime:
8 Ignition: Both
9 Starter: ENGAGE
10 Throttle: Set at 1000 RPM
11 Oil Pressure: VERIFY MINIMUM OIL PRESSURE WITHIN 15-20 SECONDS
a Check oil level. The maximum oil level acceptable for flight is six quarts, and the
minimum level is three quarts. Some engines tend to throw oil out the breather if
completely full. Engine characteristics should be monitored to determine optimum oil
level. For best results, 4 quarts is recommended.
b Visually look at all areas of the engine that can be seen through the cowling. Check the
breather line area to see if significant blow-by is evident. Check the area behind the
starter ring gear if possible to ensure that the front oil seal is not leaking. Oil dripping
from the cowling in any location, or even evidence on the ground that oil is leaking
is cause for concern that should be addressed. Ensure that the induction air filter is
clear and intact. Older foam type filters should be pinched to ensure that they are not
deteriorating, which draws particles into the engine. Integrity of the air filter system
should be checked to ensure that dirt or other debris is not being drawn into the
engine. Make sure no obstructions such as bird nests or insect nests are in evidence.
a If a pump primer is installed, then prime 1–4 strokes. Each engine has an optimum
prime depending on temperature, altitude, etc. Experience with the engine will help
establish this procedure.
b If a pump is not installed, priming can be accomplished by pumping the throttle. This
is more effective in warmer climates.

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3.2 Warm Up and Taxi
1 Engine cooling is dependent upon airflow through the cowling and oil cooler.
The section of the propeller in front of the cowl cooling inlet is generally very
ineffective, and forward speed of the airplane may be necessary during high
temperature conditions to keep the engine from overheating. Overheating
during ground operation can produce a condition called “Glazed Cylinder Bores”
at any time in the engine’s life, but the cylinders are most susceptible during the
first few operating hours. Reference is made to SB 88-7-1 and Manual M101:
Break-In Instructions for Cylinder Overhaul or Cylinder Replacement
2 The engine should be warm enough for taxi as soon as it takes throttle with no
hesitation. Trying to keep taxi distances short is not always possible, and there
should be no significant engine distress from long taxi distances after engines
are properly broken-in. However, the engine temperature should be monitored,
especially during hot weather. Additionally, taxi safety should not be compromised!
If high temperatures are noted during taxi, then the engine installation should be
examined to establish and fix the root cause.
3.3 Run-Up
Follow the airplane manufacturer’s recommendations for similar engines.
However, the following procedure may be used.
1 If possible, head airplane into wind.
2 Mixture: FULL RICH
3 Throttle: 1700 RPM
4 Ignition: Switch to left and then right, a slight change in RPM is normal but engine
should continue to run smooth on either ignitions.
5 Carburetor Heat Control (Carburetor Engines): PULL OUT AND VERIFY RPM
DECREASE
3.4 Take-Off and Climb
1 Mixture: FULL RICH (Note: at high altitudes, some leaning to obtain smooth
operation may be required)
2 Carburetor Heat Control (Carburetor Engines): OFF (Full in position on most
airplanes)
3 Throttle: ADVANCE SLOWLY AND SMOOTHLY (If engine does not respond properly
to throttle, then abort take-off and determine cause)
a Carburetor heat may be required during climb to prevent the formation of ice on the
air throttle valve. The use of carburetor heat causes the engine to run slightly richer,
and some roughness may be experienced. Sometimes this can be helped by leaning
the mixture slightly.

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 11
3.5 Cruise
1 Power: MAINTAIN CLIMB POWER UNTIL CHOSEN ALTITUDE ESTABLISHED
2 Throttle: REDUCE MANIFOLD PRESSURE TO CRUISE SETTING (See figure 4.3 for
recommended cruise power settings).
3 Mixture (With EGT Gauge): The mixture should be slowly but deliberately leaned to
establish peak EGT if a gauge is available. The mixture should then be adjusted to
provide smooth operation at the desired cruise power setting.
4 Mixture (Without an EGT Gauge): The mixture should be slowly but deliberately
leaned until engine roughness is noted. The mixture should then be enriched until
the engine returns to smooth operation. The cylinder head temperatures should be
monitored to ensure proper fuel/air mixture.
5 Carburetor Heat: The use of carburetor heat may be required to prevent the
formation of ice on the air throttle valve if the air temperature is between 20 and
90 ºF and the humidity is high.
6 After cruise power and mixture have been set, allow the engine to
stabilize and monitor manifold pressure, RPM, and engine temperatures.
NOTE: There are many operating and physical parameters that can affect
engine life and airworthiness. Some of the physical parameters cannot always
be checked or monitored. One of the best ways to monitor engine health is to
have Cylinder Head Temperature (CHT) probes in each cylinder head. An EGT
gauge is also very useful, but more so for fuel injected engines.
NOTE: There are some that advocate operating on the lean side of peak EGT.
Although theoretically acceptable, it is generally not possible to operate lean-
of-peak with an engine using a carburetor.
4 Depending on the airplane, transition at the proper speed to climb attitude.
5 Throttle: REDUCE TO 2500 RPM WHEN ACCEPTABLE CLIMB ESTABLISHED
6 Airspeed: MAINTAIN ADEQUATE FOR ENGINE COOLING
NOTE: These engines have been designed to cool adequately with airow
sufcient to provide a minimum of 6.5 inches of water pressure drop from
above the cylinders to below

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3.6 Let-Down
The let-down should be accomplished by slightly decreasing power and
letting the airplane decelerate (to safe airspeeds). Chopping the power should
be avoided unless there is an emergency. The reason is that the cylinder
barrel walls will receive cold air cooling while the piston is still hot. This can
lead to scuffing, glazing, or even barrel deformation with a washboard pattern
matching the barrel fin spacing. Rapid cooling of the head is not the major
source of structural head failures, but rapid cooling of any reciprocating parts
can lead to problems. After the cylinder heads are below 315°F, then the
power may be reduced more for a greater descent rate. During the descent,
the mixture should be INCREMENTALLY ENRICHED, or from lower altitudes,
placed in the FULL RICH position. Occasional temporary power increases
should be made to verify the engine is ready to resume full power if required.
NOTE: Reduced throttle exposes more carburetor buttery to the airow, and the
possibility of carburetor ice is more prevalent. Accordingly, use carburetor heat
to prevent ice formation.
3.7 Landing
Landings take many forms and procedures are based on environment and
skill. However, all landings should be accomplished with the idea that a go-
around may be necessary. This means that the carburetor heat should be
off and the mixture set rich when approaching the “Over-the-Fence” position.
3.8 Stopping the Engine
The engine will normally cool sufficiently during the landing and taxi. If the
engine has operated at an extended time on the ground, open the throttle
to 900-1000 RPM for at least a minute before stopping the engine. Pull the
mixture control to idle cut-off from an idle speed to shut down the engine. Turn
off dual ignition and master power from airframe. It is good practice to close
fuel valve from airframe when leaving aircraft parked for extended lengths of
time.

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 13
NOTE: In addition to the above grades for normal operation, consult ECi Service
Instruction 88-7-1 or Manual M101 for additional recommendations at engine
break-in.
4.2 Oil Grade and Limitations
4.0 Operating Conditions and
Limitations
4.1 Fuel Grade and Limitations
All 340CC engine series are designed to use 100/100LL aviation grade fuel.
In the event of an emergency, automotive premium grade fuel may be used.
Acceptable fuel pressures are as follows:
Fuel Pressure Limits
Inlet to carburetor psi +0.5 to +8.0
Oil Sump Capacity
TITAN-340CC Maximum Quantity 6 US Quarts
Minimum Safe Quantity in Sump 3 US Quarts
Average Ambient Air MIL-L-6082 or SAE J1966
Mineral Grades
MIL-L-22851 or SAE J1899
Ashless Dispersant Grades
All Temperature — SAE 15W50 or 20W50
Above 80°F SAE 60 SAE 60
Above 60°F SAE 50 SAE 40 or SAE 50
30°F to 90°F SAE 40 SAE 40
0°F to 70°F SAE 30 SAE 40, SAE 30, or SAE 20W40
0°F to 90°F SAE 20W50 SAE 20W50 or SAE 15W50
Below 10°F SAE 20 SAE 30 or SAE 20W30
Oil Grades

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NOTE: Engine oil temperature should not be below 140°F during continuous
operation.
Oil Operating Temperatures
Oil Operating Pressures
Average Ambient Air Desired Oil Temperature Maximum Oil Temperature
Above 80°F 180°F 245°F
Above 60°F 180°F 245°F
30°F to 90°F 180°F 245°F
0°F to 70°F 170°F 225°F
Below 10°F 160°F 210°F
Operating Condition Oil Pressure
Maximum Oil Pressure Minimum Idling
Normal Operation 90 60 25
Start-up and Warm-up 100 — —
4.3 Operational Limitations
Engine Type Operation RPM HP Fuel Cons.
(gal/hr)
Max Oil
Cons.
(qts/hr)
Max Cyl
Head
Temp (°F)
TITAN 340CC
Take-Off 2700 180 16.2 0.25 475
Recommended
Cruise See
Below See Below Varies 0.25 450
Recommended
Maximum limiting CHT is 475*F. During Climb-out if CHT exceeds 420*F, reduce power if safely able to do so.
Temperature ˚F
-30 -20 -10 ISA 10 20 30
Pressure Altitude RPM for 80 Horsepower
Sea level 2050 2050 2050 2050 2050 2100 2100
2000 feet 2100 2100 2100 2100 2100 2100 2100
4000 feet 2150 2150 2150 2150 2150 2150 2200
6000 feet 2200 2200 2200 2200 2200 2200 2200
8000 feet 2250 2250 2250 2250 2250 2250 2300
10000 feet 2300 2300 2300 2300 2300 2300 2300

Operation Manual for AEC TITAN®340CC ASTM Certified Engine | 15
4.4 Overhaul Period
The O-340CC engines have been tested to the protocol established in ASTM
F2339-06 to an overhaul period of 2400 hours. Overhaul periods are subject
to many factors, and must be accomplished depending on engine condition.

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