I think GTSIO are turbo only. There arn't any supercharged engines from
Lycoming or Continental in flat 4s or 6s.
"Sliker" wrote in message
...
On Wed, 21 May 2008 20:00:57 -0700 (PDT), JohnO
wrote:

What's the difference between an IGSO-540 and an IO-540? Can one be
conveniently used in an RV-10?

Thanks
JohnO


IGSO= I - Injected (fuel injected) G = Geared, S= Supercharged, O =
Opposed (horizontally opposed engine)

The weight of the gearbox and the supercharger would make the plane
too nose heavy and wouldn't fit the cowling. Those are Queen Air
engines, and some others might use them. There are even some out there
that have both superchargers and Turbo chargers. The GTSIO variety.
Engines in that catagory are very expensive to overhaul. I had a
friend that lived in Florida, and owned a Queen air, he said one of
his engines needed overhaul and it would cost $60K. And that was 15
years ago.
If you got the engine for practically nothing, you might be able to
use the cylinders, and possibly some other parts. You'd need to find a
servicable case and crankshaft. A can of worms to even go there.
I found an engine for my Glasair 3 that came out of an Aerostar. An
IO-540 S1A5. But it's the angled valve engine, which weighs about 75
pounds more than the parrallel version. I suspect the RV-10 is based
on the parrallel version that is found in Piper Aztecs, (C4B5) and
other versions found in many other planes. It's in the 400 pound
class. The angled valve engines like mine are in the 475 pound class.
The Piper Cherokee six 300 engine is another 300hp 475 lb. engine
that's popular in Glasairs. The Glasair 3 is designed for that much
weight up front. The RV-10 is probably designed for the 400 pound
engines. That much extra weight up front would probably make it nose
heavy. You might be able to pull it off with a light weight prop, like
an MT or Hoffman, with their wood blades. And you might still have to
add weight in the tail. And those props are expensive. several
thousand more than a standard Hartzell constant speed.