OFF ARPT EMER LNDG MADE WHEN EXPERIMENTAL ACFT ENG QUITS. ACFT DAMAGED. NO INJURIES.

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SHORTLY AFTER TKOF I NOTICED THAT THE WATER TEMP WAS GOING EXTREMELY HIGH. I TURNED L XWIND; TRIED DECREASING MY CLB. AT THAT POINT THE ROTEX 582LC ENG QUIT RUNNING. THE ENG DID NOT SEEM TO BE FROZEN. NO TIME FOR AN ATTEMPTED RESTART. I PICKED THE BEST LNDG SPOT AVAILABLE AND LANDED WITHOUT SUSTAINING ANY INJURIES NOR CAUSING ANY PROPERTY DAMAGE. I LANDED ON A FLAT SURFACE LOCATED BTWN THE ARPT AND A WATER CANAL ON MY R. THE AIRPLANE'S LNDG GEAR COLLAPSED AND BROKE 2 OF THE WOODEN PROP BLADES. THE PROP WAS NOT TURNING AT THE TIME OF LNDG. THE ENG QUIT IN VERY SIMILAR MANNER TO THAT OF MY PLANE 2 DAYS BEFORE. THE ONLY COMMON FACTOR TO THE 2 ENG FAILURES THAT I CAN SEE IS THAT BOTH PLANES USED THE SAME 92 OCTANE AUTO GAS GOTTEN FROM THE SAME GAS STATION. UNLIKE THE INCIDENT ON JUN/XX/96 WHERE THERE WAS NO UNUSUAL INST INDICATIONS; THIS ENG'S TEMP GAUGE ROSE TO A LEVEL HIGHER THAN EXPECTED. EVEN THOUGH THE EGT'S TEMPS WERE WELL WITHIN THE ENG'S RECOMMENDED SPECS; IT IS POSSIBLE THAT THE NEW FORMULATED GAS MAY RUN TOO LEAN AT THESE 1125 DEG EGT READINGS. I AM GOING TO HAVE THE GASOLINE TESTED AT A LAB FOR THE CORRECT OCTANE RATING FOR THE PUMP AS IT WAS LISTED; AND ANY OTHER ABNORMALITIES IT MAY CONTAIN. THE FUEL SAMPLES WERE CLEAN WITH NO WATER SHOWING. AND THEN I'LL CHK WITH ROTEX MANUFACTURING FOR SIMILAR NEW INCIDENTS AND FOR THEIR RECOMMENDATIONS.