The last couple of years development in aircraft engines has been more or less concentrating on diesel engines. We have seen one off installations to fully developed production lines.
A number of companies are active on this market primarily due to major concern of long term availability and the relative high price of AVgas (Europe). Which makes sense as Jet fuel is available everywhere, even in places where AVgas is not and has to be flown in.
But there are still a lot of AVgas engines manufactured and consequently bought and installed by certified and kit aircraft builders. So its obvious we are going to spend some time with Lycoming and Continental engines. Ongoing developments in new aviation gasoline fuels, subsystems and FADEC engine propeller control will make sure that these engines will be flying for years to come.
On this page we will look at some other manufacturers of AVgas aviation engines.
Continental Motors Inc. located in Mobile Alabama, has been a recognized world leader in the development of aviation products for over 95 years. Their first product was also a radial, the A-70. They are also known for the Voyager engines in Burt Rutans designed aircraft which flew around the world non-stop without refueling.
The range of engines produced, remanufactured or rebuilt goes up from the 100 bhp O-200 (available for the LSA market too O-200D, see a video about that here: LSA O-200D engine and here one from Homebuilt HELP about an O-200.) to the O-550 series of 375 bhp. They can be bought in geared versions with or without fuel injection and are usually six cylinder types. In fact, the only four cylinder types are the O-200 and the IO-240. The last one has a FADEC management and is used on the Liberty aircraft.
Some detailed information on the Teledyne Continental Motors can be read here too.
This is the alternative fuel (AF) engine, capable of running on lower octane fuels. Its power output is 180 hp (134 kW) and designed to run on lower octane fuels such as the proposed 94UL avgas. To be able to handle low octan fuel Continental incorporates lower-compression pistons, giving a 7.5 to 1 compression ratio and a revised fuel injection system.
This engine is ideal for experimental aircraft builders as mogas, which is lot cheaper, can be used in this engine.
Mattituck is part of Continental Motors. Mattituck Services was an aftermarket supplier and overhauler of piston engines to the general aviation marketplace. They used to manufacture the TMX-320, TMX-360, TMX-390 and the TMX-540 experimental and Red Gold aircraft engines. More at http://www.continentalmotors.aero/MattituckServices.
More detailed info in this TMX brochure.
These are the experimental series of engines from Continental, used to be known as Titan Aircraft Engines. Models range from the X320, X340, X360, X370 to the X540 six cylinder engine. More at http://www.continentalmotors.aero/titan/experimental-kit-engines.aspx.
Superior Air Parts, Inc. is the world's leading manufacturer of FAA approved replacement parts for Lycoming and Continental aircraft engines. They manufacture some very nicely built engines designated the XP-320, XP-360 and XP-408 models.
Power output ranges from 150-165 bhp (XP320), 170-185 bhp (XP360) up to 220 bhp (XP400). Superior also offers a build school where new owners are able to build their own engine under guided and knowledgeable supervision.
Superior filed for protection under chapter 11 of the US bankruptcy code on 12/31/2008. Jan 2009: Lycoming has bought the engine division and Superior is only selling parts. Dec 2010: They are out of bankruptcy and back in business!
They sell FAA approved parts that meet the latest FARs and standards using advanced materials claiming to make better parts for your aircraft engine. Theu have been shipping their Millenium cylinders for Lycoming and Continental since early 2011 with succes.
This engine warrants your interest: it is a 230 horsepower, four-cylinder, model O-408/IO-408 and includes technologies from Formula One like a dynamically balanced crankshaft, four bolt connecting rods on a heavily bridged slipper-type racing piston and a light weight crankcase assembly.
This motor is capable of running on 91 UL Mogas (non alcohol type and low compression types) and 100LL or 91/98 Avgas and may be installed on aerobatics and C-182 type of aircraft.