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The costs associated with the 150HP conversion have been discussed many times on the forum...
"Ballpark" figures to convert a stock 150 to 150hp run from $30K-$40K, so you could deduct the "core" value of the run out 0-200, the prop and spinner and maybe all the accessories and roll all that towards the conversion cost. It has been mentioned many times it would be less expensive to buy a 150 already converted, even if at TBO.

Thanks Brian. Good info.

That is what I am doing. The following is from another thread (also, keep in mind I live near a very large aircraft salvage yard and my hanger is within a half mile of Aircraft Spruce).

I’m in the process of doing a "DelAir" 150 (160hp) conversion.

Harry Dellicker has been great to work with. I have heard some of the kits he sells have had some parts missing, but can't speak to that myself. I am only purchasing the STC, which comes with the paperwork, gross weight increase and nose bowl. The rest of the parts I have acquired myself, or built, from various sources.

Harry is very knowledgeable about the conversion and easy to work with. Additionally, the Bush's will not let you piecemeal a conversion (with their STC) like Harry will. You have to buy the entire Bush kit which, in my humble opinion, is outrageously priced. I found the customer service from the Bush’s (Barbara) to be poor as well (Not a happy lady the day I talked with her).

Good luck! I can’t wait to fly my 160/150.

Here is a list of what it has cost so far:
STC (including new nose bowl) 1500.00
Case rework and carb 1500.00
E2J core (now officially a D2A w/ 160 hp STC) 5500.00
Rebuild/recert cost 4600.00
Starter (eBay) 75.00
Prop 1500.00
Spinner Assy 250.00
Engine mount 200.00
..$50 from junkyard
..$100 repair/welding
..$50 powder coating
Mag rebuild 200.00
Fuel Pump (eBay) 56.00
Exhaust system (eBay) 398.00
SUBTOTAL: 15779.00

CREDITS:
O-200A core <4000.00>
Prop <755.00>
Exhaust System <457.00>
SUBTOTAL: <5212.00>

TOTAL COST SO FAR: 10,567

STILL FOR SALE:
Engine mount
Prop spinner assembly
Cowl bowl

..

The biggest "plus" is having an A&P to do the work yourself....
If you had to pay labor to convert a 150 to the bigger engine, that is when you would probably be better off buying a plane already converted. Finding a 150/150 with a run-out engine would most likely sell for quite a bit less than one with a mid-time or newer engine, and that could be a great course to take-then you would only have to deal with a major o/h rather than a major conversion.

Tim,
I am late, as usual, but it is never too late to welcome a new 150 enthusiast to the best type club anywhere.

You have been given a lot of good advice from some knowledgeable people and there is a lot more where that came from.

WELCOME to the CLUB. I look forward to meeting you at Clinton this summer.

Welcome to the club Timothy, Gary cover it well. All I could add is find an airplane equipped the way you want and buy it, DO NOT TRY " Fixing it the way you want". I have a 152 with over $100,000 in it. I well never get back more than 25% at best.

I loved an 8E Luscombe I use to own, but unless your planning on flying into out of the way dirt strips, your better off keeping the tricycle gear. Don't rule out a 152... they can be converted to 125HP or you might find one already converted.

I feel that how often the plane is flown is as much a factor as the hours on it. My 152 has 1220 T.T. and 243 SMOH. I had to have on tank cut apart and welded, the other tank could not be repaired and had to be replaced. You do not want to get a plane that has sat and was not flown.

With my 8E Luscombe when I was flying about 25hr per month I had few problems with but when my flying dropped to a few hr per month my maintance went way up, things like wheel bearings ect.

Where is it parked? Is it locked?........


Movable safes are in these day's. But you sir, have taking it to a whole never level.

I've been watching your post about the conversion, Bill, for the same reasons. Why not slap some more horsepower on there if it's not much of a difference than an overhaul of the O-200? I am still in research mode though.

But I saw this for the 2nd time and wanted to ask:

"Rebuild/recert cost 4600.00"

So what was included in that price, just the bottom end or ??
I'm seeing half used O-200's with no accessories going for that price, which is why i'm asking.

Matt,

That's a great question...I bid on a used O-320 engine, involved in an accident (prop strike), on eBay, which turned out to be junk.

If I had to do it again, I might go with an O-360...Still, the eBay engine only cost me $1400, including shipping, and came with a high compression piston STC and logbooks. Graham's Aircraft Engines, in Griffin, Ga., gave me a $1000 trade in credit for my old engine core and sold me a first run (2000 hour) E2J purchased from a state collage flying school.

Graham's re-certified the Crank, parts and rebuilt the cylinders for me. They sent out the original case to be reworked and re-certified (Divco) after I could not get a 337 to use an E2J with Del-Air's STC (anyone left out there who still thinks common sense is involved in FAA decisions?).

The biggest savings was having a good friend who is an A&P IA, rebuilds lots of lycomings and was willing to help/show me how to rebuild mine.

I would also be remiss if I did not give credit to Harry (DelAir) who has provided lots of information and spent lots of time on the phone with someone who still has not paid for/ordered the STC...(check will be in the mail this week)...I cannot recommend him more highly!!!

Back to the first part of your question; I doubt there is much difference between the weight of an O-320 vs an O-360 (even a couple pounds does make a difference though) however, this engine will still put out plenty (lots) of power and, keep in mind, I'm still using a beefed up 152 engine mount.

Further, I have reduced the weight as much as possible by eliminating the vacuum system, installing a light weight starter, alternator and "permanently" installing only the required VFR instruments (my removable EFIS/electronic flight bag is a whole "nother" discussion).

When I'm finished I hope to be near the same weight as the originally "loaded down" O-200A. I also plan on posting a detailed description of my installation, including the required additional parts, costs and problems encountered.

Thanks Bill!