From my experience approving STC'd propeller changes, I'm aware of the possible effects of "more" blade area than the propeller being replaced. In the case of an engine failure, it can noticeably change the glide characteristics of the plane. I observed this after changing from a Hartzell two blade to am MT three blade on my flying boat. The power off, fine pitch glide rate of descent went from 1100 FRM (difficult, but doable) to 1600 FPM (very difficult to land from, particularly on the water). Selecting coarse pitch upon power loss returns the glide to being 1100 FPM, and it's okay. When I flight tested the RED diesel Beaver, I found a similar high rate of descent with the windmilling propeller, other than with the the FADEC set up, I did not have a propeller control, so I could not reduce the rate of descent, other than to slow the plane to the point where the prop would stop entirely, then the glide was okay again.
This is an awareness thing, if you understand how the plane glides with the prop of your choice, and can be okay with that, that's fine. But, if I'm doing an STC to approve the prop on a type certified airplane (pre MOSAIC), I might be test flying it to assure that in the case of engine failure, the airplane will glide somewhere near what the flight manual says it will. My flying boat would have been a severe "no" in that regard after the change, other than the procedure to select coarse (which is not a flight manual procedure for that type) which made it acceptable.
Thrust is great, but you have to know how it will be if it quits too!