Availability, for one. Lycoming pricing and lead time has blown right past "Stupid" and is homing in on "Ludicrous".I don’t see what benefits there would be considering the effort that would be required ( says the guy that did a lot of the work to install a Cont. IO-360 in the second RV-10 prototype).
Availability might be a reason.Availability, for one. Lycoming pricing and lead time has blown right past "Stupid" and is homing in on "Ludicrous".
Availability might be a reason.
I don’t think pricing would be though.
Get a quote for a Continental without having a core to return and I think you will find the price to be about the same or maybe even a bit more because of the RV OEM discount.
Wikipedia (keeper of all knowledge) lists the IO-540 at 438 pounds, and the IO550 at 438 pounds.I’d question the source of weights that say a 540 and 550 weigh the same. The 550 is a much heavier engine. Even the 470 can weigh more than a light 540 given angle valve cylinders and starter adapter. That said a 470 is cheap and available and can be made into a 520 (p-ponk) easy enough which is a good engine and 285hp.
My mechanic likes big continentals and small lycomings.
One thing that is odd is the return to tank fuel system, but knowing you it will have EFI anyway.