Naturally aspirated, small frontal area, inline inverted, air cooled, four stroke direct drive, gear driven accessories, low specific fuel consumption, overhead camshaft, hemi heads, aerobatic - dry sump, direct port fuel injection, automatic mixture control, 2000 TBO
Rotax Aircraft Engines 914 UL DCDI
4- cyl. 4-stroke liquid/air cooled engine with opposed cylinders, with turbo charger, with automatic waste gate control, dry sump forced lubrication with separate 3 l (0.8 gal US) oil tank, automatic adjustment by hydraulic valve tappet, 2 CD carburetors, electronic dual ignition, electric starter, integrated reduction gear i = 2,43, engine truss assembly, air intake system, exhaust system
2800cc, 110HP @ 3700 RPM geared.
Total engine diameter 31.9". Dry Weight with Acc's (Starter Motor + Alternator + Carb) = 220 lbs. Gearing is via a PSRU (Planetary Speed Reduction Unit) at a ratio of 3:2 Engine rpm:Prop rpm. Prop sizes up to 84 in diameter (optimal 74-79"):
Four cylinder, Direct Drive, Normally aspirated conventional aircraft engine. 100 horsepower. Very reliable and parts are readily available.
Engine Purchase (3 Dec 07)
Today, I bought a Lycoming O-235-C2C. It's a certified motor with 600 hours until the recommended TBO. Max of 115 HP, with a 100 continuous HP at 2400 RPM. It was just removed from a flying airplane for an upgrade to an O-290.
There are several reasons I chose the O-235, to include: Reliability, Availability, Reliability, Power to Weight Ratio, Resale Value, Reliability, Cost. I think it's the perfect fit for this airplane.
The other thing that the Lycoming offers, is a pretty straight forward firewall forward application. When I examined all the other options, there was a lot left to the imagination!
With the Lycoming, I can pretty much model a Piper Super Cub in this area. To include cowling, Prop and Spinner. I'm interested in a challenge, but I also don't want this to be impossible either!