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Steve:
"IO" means injected/opposed. "O" means carbureted/opposed (ie. not injected). 360 is the displacement. Suffixes: A, C and D suffixes (with respect to IO
-360 only) are canted-valve "200 HP" engines with bigger fin area on heads and about 3/4" wider than the straight valve (nominally) 180 HP versions (B and E). (O-360's have different suffix designations which I don't have memorized; don't deal with carbureted engines that much.) "A"'s have the Bendix injector servo mounted on the front of the sump/plenum; "C"'s have it mounted on the rear. I forget what is unique about the "D"'s (I think they're helicopter engines; can research it later if needed). The next digit and letter in the suffix (like "1E" in B1E) identify accessory case and configuration differences. If there's a 4th digit (as in C1C6) it signifies the engine has the internally counterweighted crankshaft for absorption of torsional excitation. "6" (as in IO-360-C1C6)  means it has a 6th and 8th order couterweight. "5" (like on an IO-540-K1A5) means 5th and 8th order. If it has a 5th letter ("D") it means the engine has one of those stupid dual magnetos (as in IO-360-A1B6D).  BTW, I have NEVER had an unmodified "200 HP" Lyc on my dyno that actually produced 200 HP (SAE, corrected to 59°F, 29.92 in. hg.). You might ask this guy in NY just how he determined 205 HP out of his B1E. (220 is do-able at 2700 on a straight-valve engine, but with lots of changes and skill. Lots of these claims are wet-thumb estimates based on wishful thinking.
Jack Kane
EPI, Inc.

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