Choosing an Engine

     When I started this project, I was considering an Lycoming IO-360 for the power plant of choice for my aircraft.  The factory configures their SUV model with IO-320.  The reasons for my choice was based on the following reasons.

• Proven. -  It is arguably one of the most common GA piston engines currently in production.  Most of my flights have been behind a Lycoming and I am familiar with their operations.
• Fuel Injected. - It was my understanding that an injected engines are less susceptive to induction icing and carb ice is a constant worry flying in the Nowthwest.
• 200 ponies. - Because of mountains that surrounds my home area, I wanted the extra horses behind me for extra climb performance.
• Mods. - My preliminary investigations indicated that there are numbers of optional accessories such as electronic ignition, and tuned exhaust.

     I have consulted the factory regarding the engine choices and confirmed that I can mount IO-360 without adverse effects.

     As I investigated further, the following points became clear.

• Cost. - Lycomings are not the cheapest of the lots.  A good condition zero-timed unit can cost in the neighborhood of 18 grands.  Even a mid-time unit of questionable pasts can come to low teens.
• Weight. - I wanted an adjustable pitch prop for the same reasons I wanted 200 horses.  With IO-360, my primary choice was an MT composite prop.  This, however, pushed the CG of the aircraft too far back when fully equipped so that I will have had to fly with sand bags as my co-pilot when flying solo.  Needless to say, I was not too keen on this idea.
• As it turned out, the after market mod I wanted the most, had only been developed for a tractor configuration.

     I started considering alternatives.

• Auto conversions. - While there are many successful auto conversions are flying, their track records are mixed.  My power plant experiences are extremely limited and I did not have confidence to competently install an auto conversion.  Auto conversions require reduction drives.  These are complex moving parts that run at high speed I would like to leave off my plane.
• Diesel. - With uncertainty about future availabilities of 100LL, various aviation diesels have been making headlines in various aviation magazines.  The problem?  None are available.
• Turbine. - Too much money.

     This lead me to a Franklin.  It is a proven FAA recognized aviation engine.  Velocity endorse the installations and have installation kits.  While at empty weight, it is slightly heavier than IO-360, Franklin allows installation of Ivo Prop that are adjustable pitch and light weight.  I found a freshly overhauled unit of known history for 11K and that made the final decision.  As a bonus, I get 20 extra ponies.