Engine of choice for the 5?

[Allen B]

Any recommendations on the preferred engine for the 5? I have access to a 260hp IO-540 but I’m wondering if it’s just too low powered for where I live. I’m in Idaho and often times will be operating out of 4-5k ft elevation strips. I have no intentions of doing that at gross and most of my runways of choice are 3-5k ft long grass/paved strips. This plane won’t be flying off super short sand bars but I will have 4 adults in it often times. If I ever have 6 people it won’t be in the backcountry.

Does anyone use Continental engines?

The IO-540 I have access to is a 8.5:1 compression and can run 93 octane auto gas. So that’s a huge consideration as well.

Is anyone using any other engines like the LS3 at moosemods? They are close to where I live and intriguing but I’m fearful of new technology.

Any advice would be much appreciated.

[TJ_Slice]

It really comes down to how much you want to pay, and how long you want to wait. I’ll be going the overhauled IO-540 route, and I’m hoping to get close to 300 hp.

Check out this video: https://youtu.be/ty83wYF5nak

[Bearhawk Aircraft]

The IO-540 L1C5 is our standard install, the IO580B1A is a good option as well now that lycoming has closed the pricing gap between the two. None of the factory angle valve engines are approved for mogas from lycoming, but the parallel valves are with 93 octane. If going that route I would recommend the IO540D4A5. I will attach a lycoming document for you to look through as well. Having flown the different engine combos I can vouch the the 580 is truly impressive, but I also saw 1100 ft per minute climbing through 3000 feet today at 2800lbs so not to bad on a 260hp engine.

[svyolo]

I looked all through that chart. I wonder what parameters Lycoming is using to say an engine is not compatible with MOGAS. My guess is I will never know. The base angle valve motors are only 8.9-1 vs 8.5 for a lot of the PV engines. It may have nothing to do with detonation. But like I said, I don't expect to ever know the answer.

[rodsmith]

The parallel valve IO-540s are about 50# lighter than the angle valve and can be overhauled to easily make 300HP. The angle valve engines have the advantage of better cylinder cooling. Like TJ said, it comes down to how much you want to spend. 300HP (sea level) in my 4 is a crazy amount of horsepower taking off at 6500'with initial climb around 2000' minute.

[U2fletch]

We ordered the IO-580, and were very surprised they quoted us a delivery date in December. Maybe because it is a less common option? Either way, we operate in Arizona in the summer at places that are over 5000’ so density altitude is a real thing here.

[Allen B]

Did you order a new one from Lycoming? Thunderbolt? Would you mind sharing the cost? Thanks

[Bearhawk Aircraft]

Current cost for an IO580B1A is $93,000

[FFTravism]

For what it is worth I am using a IO-540-K1A5 using a cold air intake to rotate the carb and intake around to a forward facing sump.
Travis

[Allen B]

Thank you all for your reply’s. I think having first hand knowledge is the key. 1100 fpm climb isn’t bad at all at 3,000 ft; however, I live in the Rockies and hearing that number makes me think more power. I’ll often times be taking off much higher than that.

Does anyone have any experience with the EFII systems like system32? It’s basically a solid state ignition system controlled by an ECU like a car. I spoke to the rep there and they claim a 10-15% power increase and the ability to run 91 octane in any engine with compression less than 9:1. So pretty much any of the big 540’s. I know Virgil has one in his plane. He mentions it a few times in some of his videos. Being able to successfully run 91 octane is a huge savings.

[svyolo]

I am using SDS EFI which is very similar. EFII used SDS ECU's until just a few years ago. There are only minor differences. Most or all of the electronic ignition systems claim an increase in power. I don't know if anyone has done a back to back dyno run on a Lyc or TCM to verify.

On my SDS I have a "MOGAS" switch wired in. I can program a set amount of advance to take out if I am running car gas. Car gas is more volatile, and supposedly burns faster. At the moment I have it set to 4 degrees, but I haven't run car gas yet. I have 40 hours on it. Very soon.

Supposedly the EFI doesn't create more power, it alllows you to tune each cylinder so they are running a more balanced A/F ratio. That allows you to run a bit more ignition advance. That increased advance is where they claim the power comes from. And that advance amount is tunable across the RPM/MAF spectrum, not a fixed number of degrees. I am still running the advance amount that came pre-tuned, but am starting to look at what others have done with similar engines successfully, and long term.

[Allen B]

That’s awesome. I’d love to hear some feedback once
you get the system up an running. I don’t even have my kit yet but I’m very much a planner so I’d love to follow your progress.