Some more details about the plane...
I know that from a certification / legal standpoint this plane can never qualify as an LSA...More concerned about structure with regards to weight.
Not interested in pushing the TAS / Vne envelope.
I don't know that the engine is *much* heavier, maybe 20 pounds... it's a 912UL with an aftermarket turbo / intercooler and airmaster constant speed propeller. So clearly not ELSA nor LSA.
The 912UL is 80 hp rated, with some known issues of earlier models fretting the cases. I would be very leery to turbocharge the 80 hp motor version of this.
I'd be more inclined to just run a stock normally aspirated 100 HP 912 ULS version on 91 octane car gas.
I guess I am not smart enough to know how the builder got the weight increase in the design by building it E-AB, since Van's designed the whole plane exactly around the US standard of 1320 # Gross to meet the E-LSA FAA standard.
Your money, your choice, your life, while up in the air.
I've owned enough German and Austrian built and designed motors in cars and Personal watercraft, to know that they don't take well or last very long when you start modifying them to make more HP and torque. You very quickly find the next weakest link in the design. These aren't American engineered and built V-8's from the 60's and 70's when we had real premium gas and an abundance of engineering safety margins built in to the designs. Aircraft engines are built and run a lot closer to "the edge" hence the 2000 hour TBO, on the newer 912ULS motors.
Someone built this with a used, cheap 912 UL motor.
The other factor is that you will need a paid AP to do your annuals, every year on this, unless you are an AP yourself.