Hello, I'm Stuart Davis. I build these conversions for the RV-10 and other aircraft. The answer to your question is best given on a different basis. Propellers vary greatly based on the engines they are designed for. Your 2 blade Hartzell probably won't handle the 370 hp and 700 lb-ft of torque that the LS3 and gearbox develops at the propeller flange. So the best apples to apples comparison is the weight of everything between the propeller and the firewall, all inclusive. By that I mean a full wet weight with all the oil(s) and radiators with coolant required for both engines. Besides, no one has flown very far with a dry engine. For this configuration a typical IO-540 weighs about 590 lbs +/- 2 lbs. The LS3 weighs 590 lbs +/- 3 lbs. The weight variations come from different size/brand of alternators, starters, etc. Most of our customers use a composite 3 blade propeller to offset the extra weight for upgrading from a 2 blade metal propeller.
Looks great. What is your top speed at 4,000'? Mine is 188 ktas. What is your fuel burn at 12,000' and 160 ktas? Mine is 11.5 gph. Where is your CG flying solo? Mine is 1" aft of fwd limit. Thank you.
@@USA-GreedyMenOfNoIntegrity We are still doing a lot of performance testing with the LS3. The previous owner did not leave us those performance numbers when he had an LS1 engine installed. Our empty weight CG is 0.72" aft of the fwd limit. The CG of the engine installation is heavier and further forward with the 3 bladed propeller.
Wouldn't a 2.3L ecoboost crate motor be a closer equivalent to an IO-540, in terms of power? (~260 hp / 300 lb ft) I'd think it'd be significantly lighter as well. Maybe too light? I love the concept of a truly modern engine over the old, carburetated, lead gas guzzling lycomings, plus the cost savings.
Stuart, this is the path I want to pursue. I don't want AvGas lead, cost, or flash point, I want real EFI, and would love to talk to you about the LS options. I am building an RV-10, have QB wings and cabin on way for Q4 this year, empenange is done, so I am about 1 year out I believe from firewall forward.
The talk sounds great but I'm hesitant to believe that an auto conversion would have equivalent safety and maintenability records as a certified solution. 3000 TBO. Has anyone reached that?
Andi, The 3 bladed propeller is needed to handle the 370 hp that the LS3 puts out at 4500 rpm, which is 110 hp more than the standard IO-540. There are two possible CG considerations here so I will cover both to be sure I answer your question. Even though our engine installation weighs the same as an IO-540 installation the LS3 installation CG is about 1 inch further forward. So it is better to use a composite propeller than a metal propeller for the overall aircraft CG. If the aircraft is flown within general category limitations, and a composite propeller is used, a propeller extension up to 2" long can be safely used.
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Hello, I'm Stuart Davis. I build these conversions for the RV-10 and other aircraft. The answer to your question is best given on a different basis. Propellers vary greatly based on the engines they are designed for. Your 2 blade Hartzell probably won't handle the 370 hp and 700 lb-ft of torque that the LS3 and gearbox develops at the propeller flange. So the best apples to apples comparison is the weight of everything between the propeller and the firewall, all inclusive. By that I mean a full wet weight with all the oil(s) and radiators with coolant required for both engines. Besides, no one has flown very far with a dry engine. For this configuration a typical IO-540 weighs about 590 lbs +/- 2 lbs. The LS3 weighs 590 lbs +/- 3 lbs. The weight variations come from different size/brand of alternators, starters, etc. Most of our customers use a composite 3 blade propeller to offset the extra weight for upgrading from a 2 blade metal propeller.
Looks great. What is your top speed at 4,000'? Mine is 188 ktas. What is your fuel burn at 12,000' and 160 ktas? Mine is 11.5 gph. Where is your CG flying solo? Mine is 1" aft of fwd limit. Thank you.
@@USA-GreedyMenOfNoIntegrity We are still doing a lot of performance testing with the LS3. The previous owner did not leave us those performance numbers when he had an LS1 engine installed. Our empty weight CG is 0.72" aft of the fwd limit. The CG of the engine installation is heavier and further forward with the 3 bladed propeller.
Wouldn't a 2.3L ecoboost crate motor be a closer equivalent to an IO-540, in terms of power? (~260 hp / 300 lb ft) I'd think it'd be significantly lighter as well. Maybe too light? I love the concept of a truly modern engine over the old, carburetated, lead gas guzzling lycomings, plus the cost savings.
@@banzaiib check out the new Toyota GR Corolla engine: 1.6 liter 3 cylinder 300hp 270tq.
That low pass sounded amazing! She sounds like a warbird
Stuart, this is the path I want to pursue. I don't want AvGas lead, cost, or flash point, I want real EFI, and would love to talk to you about the LS options. I am building an RV-10, have QB wings and cabin on way for Q4 this year, empenange is done, so I am about 1 year out I believe from firewall forward.
Sure sounds nice.
When does the LT5 version release? hahaha! SO awesome nice work!!
How much more does that engine/prop combination weigh than my stock IO-540 and Hartzell 2 Blade?
The talk sounds great but I'm hesitant to believe that an auto conversion would have equivalent safety and maintenability records as a certified solution. 3000 TBO. Has anyone reached that?
Are they gonna get that setup certified for Cessna?
Looks very pretty but heavy with the 3 bladed prop. Is there a G Limit on the gearbox?
Andi,
The 3 bladed propeller is needed to handle the 370 hp that the LS3 puts out at 4500 rpm, which is 110 hp more than the standard IO-540.
There are two possible CG considerations here so I will cover both to be sure I answer your question.
Even though our engine installation weighs the same as an IO-540 installation the LS3 installation CG is about 1 inch further forward. So it is better to use a composite propeller than a metal propeller for the overall aircraft CG.
If the aircraft is flown within general category limitations, and a composite propeller is used, a propeller extension up to 2" long can be safely used.