The latest January, 2017 issue of EAA Sport Aviation magazine ( pp. 14-15) has an update on the fuel injected Lycoming iE2 350 HP YTEO-540-B1A engine. It’s already flying on the Lancair Evolution and Tecnam P2012 Traveller. Lycoming apparently has this engine on three different tracks, namely certified, experimental, and for special military intelligence gathering platforms.


iE2 Engine

Lancair Evolution

Seems for some people building the right plane this could be an interesting powerplant. I have seen older 540 series engines mounted in Bearhawks for example. The engine has electronically controlled FADEC management, fuel injection, and is able to use 100LL aviation or UL100 mogas.

I’m just curious if anyone has been following this engine. It's the Big Engine for the Big Kahuna with the Big Cajones.

It's probably $65,000 and 80 lbs heavier than an old parallel valve 540. The electronics sound cool though.

A lot of our old school power plants would benefit from the electronics fitted to this engine. If the approval process were less draconian, it would be an inexpensive bolt-on power improvement for the engines we already have. It would increase their life span as well since we won't be able to flood or starve them during operations. The automotive industry did this in the 80's and it has doubled the engine life as well as permitted horsepower improvements. The electronics in these applications have proved very durable; I'd fly with it in a heartbeat. Bring it on Lycoming!

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DeltaRomeo wrote:
A lot of our old school power plants would benefit from the electronics fitted to this engine.

Here is a link with more info and what Lycoming has to say about that (excerpt below):
Link: http://www.experimentalaircraft.info/homebuilt-aircraft/lycoming-ie2-engine.php

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Engine retro-fittable?

When Lycoming made the decision to optimize its new
engine design by integrating the electronics, it limited the
ability to “retrofit” the electronics to existing mechanical
engines. Adding electronics to an existing aircraft would
require an STC to do a complete engine exchange and
airframe upgrade to accommodate the new engine.
Lycoming will be evaluating such STC opportunities on a
case-by-case basis through its Echelon STC Series.

. Also, as ZZZ correctly noted, it is an angle and not parallel design

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“Lycoming started with an engine close to the TIO-540-AE2 found in a Piper Mirage. It’s the big-case, angle-valve-cylinder engine nominally good for 350 horsepower with twin turbos and intercoolers. “

For experimental (Bearhawk...) why not just go EFII? Tunable, good parts availability, prevent track record. http://www.flyefii.com

I'm not affiliated, but I'm local to them, and if I could put their system on my certified airplanes I would.

For experimental (Bearhawk...) why not just go EFII? Tunable, good parts availability, prevent track record. http://www.flyefii.com

I'm not affiliated, but I'm local to them, and if I could put their system on my certified airplanes I would.

I've never seen EFI2 before, but it looks good!

Before seeing that i was going to suggest Megasquirt. I recon it would be easy to retrofit a megasquirt EFI system (or two of them for reduncancy) onto older Lycomings and Continentals, obviously it would only be suitable for experimental though. I think it may already have been done...

Actually, Megasquirt would probably be a good candidate for airboats.....

We did the dual Simple Digital System on the RoverHawk and it works perfect. The EF11 uses the same components but puts it together as a complete kit for the aircraft engines. Such a shame that only us experimental guys get to use this stuff because it definitely takes the air cooled motors to the next level of performance and reliability.

Amen, Magnum...

That engine is too heavy for the Bearhawk Bob designed, BTW... Would require redesign