(The original post can be found on my build blog at  www.stol750project.info/engine-selection.)

It's up to me to choose something to turn the spinny thing and I come from a position of next to no knowledge of such things. Reading the build forums there are as many opinions as there are choices and if you were to discount all the engines which are "most definitely unsuitable" for general aviation there would be none left to choose from!. So I figured I'd make a table of some candidate engines and start filling in some data. Over time perhaps a winner will emerge.


  • These aren't the only choices but seem to be the strongest candidates right now.
  • They aren't in any particular order.
  • There is no doubt other data I should be comparing, I'll add more as I understand what that is.

I welcome comments and will try to add/edit the table as I can.

Engine Price Weight (lb) Hp Fuel 750 FWF Kit? Comments
Viking HF-110 $13,000 178 110 @ 5,800rpm 87 auto/100LL yes Honda Fit conversion, not tried and tested
Rotax 912S $26,500 136 100 @ 5,800rpm 90 auto/100LL yes Popular LSA engine
Jabiru 3300 $21,000 178 120 @ 3,300rpm 91 auto/100LL yes Popular 'up and comer'
Corvair O-164 ?? 220 100 @3,150rpm 93 auto/100LL yes Corvair conversion, can rebuild from cheap used. In widespread use.
UL Power 260iS $21,500+FWF 160 107 @3,300rpm 93 auto/100LL yes Modern FADEC
Aerovee 2.1 $7,000+FWF 161 80 @ 3,400rpm 90 auto/100LL maybe Engine is in kit form, prob under-powered for the 750
Continental O-200 ?? 199+ 100 @ 2,700rpm yes General aviation workhorse, lots of used ones for sale?

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Comment by ben duarte on February 6, 2012 at 8:41pm

Rotec radial R2800 100hp and R3600 150hp

Comment by Beppe Bottacin on March 3, 2011 at 5:31am

I would add, at least for European builders, the Sauer line of engines http://www.sauer-flugmotorenbau.de/Viertakt_FourStroke.html

They are built in Germany since ages. Mounted on several certified airplanes and motorgliders.

They use the VW crankcase, both aluminum and magnesium versions, with custom designed forged crankshafts, aluminum/nikasil cylinders, special heads, etc.

The website is not fancy, but they translated part of it in english.

I like the 2400, which is actually 2332 cc, with 90HP/3000rpm continuous power and 100HP/3500rpm.

The torque graph looks very good, compared to competition...it took a while for me to put in the same units the data from Rotax and Jabiru too...

The weight shown is with aluminum crankcase. With the standard magnesium one it weighs around 67 kg.

They have drawings for builders to make the mandatory baffles for cooling, of course.

I visited the factory, which looks good.

This is an Australian gliding club, sharing their experiences with these German engines: http://www.byrongliding.com/vw_engines.htm

Comment by Jesse Hartman on February 28, 2011 at 10:03pm
Well Im a big fan of horsepower, so I will be using the Suzuki engine that comes in the Z1000 turbo arctic cat snowmobile.  Twin cylinder 4 stroke fuel injected liquid cooled 177 horse at 7500 rpm.  Would probley derate it to 6200 rpm for climb 140 hp and 5200 cruise at 115 hp.  These engines are made to have the !@#$ kicked out of them all day long and play in the mountians at high alt.  Plus they come with a 1 year warr. from the dealer which says something about the engine.  I know someone out there will read this and call me crazy but thats the fun part about experimental stuff.  Thats my 2 cents.
Comment by Paul Sanders on February 28, 2011 at 12:01pm

Thanks everyone for your comments, like I said this is just my way of tracking the engine choices for my situation and I posted it in case someone could make corrections and maybe it helped someone. 


Tom: I got the Rotax price from a thread about engines in the 750 forum here, someone said they had researched it and it came out to 26k including FWF kit. I figured I would just use that rather than look it up for myself. But if that's wrong, I'll change it. And I've removed my comment about warranty work, I misunderstood someone who is taking the Rotax course. He said that you can only do warranty work if you are certified, of course you can do regular work.  I like the Rotax but I doubt I'll be able to afford it, but we'll see.

I need to add some more engines, I think.


Comment by Ronald D. Cass on February 28, 2011 at 7:43am

I have my N number and plans but have yet to start building (need to raise the $$$$ to get started) but plan to start by late spring. I hope I can build from kit, but plans only is not out of the question. I just downloaded the "Kit-Pro" builders log program to keep a log of progress. I did a search and did not find any builders of CH750 registered yet, just a few Zodiac projects.

I too am trying to make a decision for power. The new Lycoming 233 is very promising, and should be available by the time (I hope less than a year) I am ready to install an engine. The UL350i seems to fit the bill well also. I like the idea of fuel injection instead of carb. In the end finances might rule my choice. I will be watching close about how other builders choices work out.


Comment by Paul Bonasera on February 27, 2011 at 6:55pm

For me the choise was easy I was given a Lycoming 0-235-C of 115 Hp and I know there are lighter engines. But I am a cheep skate and that is also why I am plans building. This is also a very, very reliable engine and that is the main selling point on any engine for a plane.


Comment by Thomas Richardson on February 26, 2011 at 2:29pm

I am not sure about your 912 info and  what you mean by " must be certified or the warranty is invalid". I installed the 921ULS on my 701 just last year, the engine was well under 20,000 and had a complete Rotax warranty. The engines all come off of the same production line. The only difference in a practical sense is that you have to fly off 40 hours instead of 25 hours with the S model. with the price difference, the hours saved would have cost 466.00 per hour of flight. Pricey by any standard. I could not be happier with my engine choice.


Comment by Chris Aysen on February 25, 2011 at 11:39am

Paul - Something else you may want to consider; cooling efficiency. Cast material dissipates heat more readily than billet material. Aluminum transfers heat throughout it's structure quicker than steel. Given the weight limitations (I thought I remembered seeing 300 lbs. somewhere but close enough)(thanks Robert) you may want to consider the "old workhorses"; Lycoming or Continetal. But it's nice to have such a large choice. Good Luck and keep us informed.


Comment by Robert Pelland on February 25, 2011 at 7:03am

Another option in trying to establish the best engine for your aircraft would be to look at other manufacturers ( some who even outsell our beloved Zenith's ) and have a close look at what their engine recommendation might be for their own aircraft.

As for Bob McDonald's comment about a FWF option, this is also something that should be serious considered. However my personel opinion is that any builder who is talented enough to be able to build his, ( or her's ) own aircraft, should not have a problem in fabrication ones own FWF. There is really not too much money involved in the purchase of a few pieces of aluminum, some fiberglass, and a few lengths of 4130 chrome moly tubing, as compared to the 5000$ price tag that the most resellers or manufacturers, love to add to the cost of their kits for their own rendition of a FWF.

The weight limit for the CH-750 version 2 ( as per Zeinth's website ) is up to 280 lbs with a maximum power rating of between 150 to 160 HP

Just my two cents,


Comment by Chris Aysen on February 25, 2011 at 6:35am

Paul - Good post. What's the weight limit on the 750 engine?


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