Aeromomentum Aircraft Engines

Aeromomentum aircraft engines are based on the Suzuki automotive engine family and have been adapted for use on experimental aircraft. The company founder and chief engineer explains the product line and how these engines are uniquely suited for aircraft use. They provide an affordable, powerful engine platform for use with experimental homebuilt aircraft projects.

[@BoringFlightVids]

This will be my engine. Not only does it look good (mechanically), the presentation and attitude of the presenter is great, theres other companies out there that drive a good bargain, but run you away with abraisiveness.

[@Mercmad]

I've been a fan of Suzuki engines for 20 plus years .A mate even ran a tiny Suzuki hatch on the salt lakes which holds a FIA world record at 129 MPH.

[@andrewsmart2949]

yeah and arrived at the salt with a spare engine on the passengers seat LOL

[@drunknpossum]

I once worked for a suzuki marine dealer. Most of that engine is and was used in marine use, I seen outboards get as high as 7000 hour of use in commercial use, what killed them was corrosion in use of salt water. The only time I seen fuel problems was ethanol in land base fuels, the valves seats could not handle it. We found places that would sell, what they called 10% ethanol fuel as high as 20 to 25%..

[@BetterAircraftFabric]

You are so right with the Goddamn Ethanol in the fuel and all its problems! Thanks for posting !

[@KowboyUSA]

Ethanol is fuel is big subsidies for fuel ethanol producers taken from taxpayers to damage their engines Talk about cronyism.

[@drunknpossum]

Never add oil to fuel for a 4 stroke engine. When you add oil, you are removing the fuel that the engine need for mixing with air, this can cause a lean out and with the oil can cause plugs to fowl and not give a good burn to the AF mixture. I have a gas station near me that sells ethanol free fuel, yeah cost a little more but no problem.

[@drunknpossum]

Questions, is it it fuel injection or carb, Keep in mind, if you run a 2 stroke the jetting in carbs are set for the added oil where 4 stroke is not, being mixed with fuel in the tank. EFI is the same, but the EFI uses sensors to get data to mix the AF to engine temp, air temp, and humidity in air. There are a few more to go with EFI but that is the main ones to start with. Suzuki outboards have no O2 Sensor and it base of what I said above, it used the anti-knock senor to add fuel even more than a automotive engine would as it has an upstream and down stream O2 sensors.

[@drunknpossum]

It's not made to burn, it is made to lubricate. yes 200:1 is not much, but the AF program in the ECU is made with pure gas at the factory and Air temps and humidity factored in.. Now with that being said, Unless that engine was made to run on E85 or flex-fuel, that oil mix will have a long term effect. It will cause lean out because you have taken that fuel ratio away from what the computer thinks is in there.. If you think that oil was made to burn why not run it 100%? Why you think that 2 stroke engine are on the way out? A is emissions and B fuel mileage. Diesel Engines are next on the chopping block for the same reasons..

[@TukaSlave]

Suzuki engines are brilliant in cars, and always have extremely good customer satisfaction in that application. Small Suzuki cars are some of the best loved on the market.

[@9traktor]

I agree 100 %!

[@Mike-01234]

Really impressed with your engines I like the fact that your able to source new engines not rebuilds, or junk yard engines. Been looking at the Yamaha Apex and Geneses Snowmobile conversions while they are impressive technology they can't source new engines. Edge Performance is going to sell them still I don't think they are sourcing new Yamaha engines they are used and rebuilt by Edge.

[@blondegirlsezthis8798]

Nice work! Been checking out the mazda rotary engines in light planes lately fascinating stuff

[@Philscbx]

As Aircraft Tech restoring WWII crashed, etc. Many trips to Oshkosh from about 1987, Coors had experimental crafts with rotary engines that caught my eye with very compact details on display. I'm sure since then, they must have advanced even more so. Trying to recall, but I think the it was the Coors Bullet, but needs to be confirmed. Cheers

[@aeromagnumtv1581]

Cannot stand the thought of the Rotax line-up! High RPM, crazy oil check method! I would never go Rotax....NEVER! Very glad to see this and the Viking brand!

[@rolomaticz5009]

It looks like a great tool for the farmer that needs to connect many irrigation hoses cheaply and efficiently. I don't see an automotive use when access is restricted to maneuver the tool into locking the wire. A nice tool to have in a pinch on the farm. It would be a great tool for attaching hard pipe runs to anchor saddles.

[@stephenbrockett710]

rolomatic Z I

[@blairwise3339]

glad to see you in the market. Good luck to you and your business.

[@gregjennings9442]

How about moving up the chain to compete with the O-320?

[@ohwell2790]

Wonderful info, but it would have been nice to listen to the man talk about his engine and see them fly. I would have rather seen them in use as aircraft engines. No disrespect intended, but please fly your engines. I understand the development process, great undertaking and hope for your success in a difficult field .

[@robertlafnear4865]

NOW for a 60hp or so version ultralight engine.... something at about #75 lbs. or less........ then you'll sell a million of them.

[@DanFrederiksen]

I would definitely welcome less pricey engines. A couple of things I wonder: 1) wouldn't it work fairly well without a gearbox at 4k rpm with a slightly smaller prop? getting rid of the weight, wear and efficiency losses. And is there anything in particular about intake and exhaust that requires pipes or could it just be one big pipe/cavity? it seems to me that narrow piping burdens the flow. Simplifying the manifolds could make it more streamlined/lower profile. Alternator and starter could also be one.

[@BlueMax333]

will work. But when all factors are taken into account, the power to weight ratio will take a hit.

[@DanFrederiksen]

@@BlueMax333 well you also lose some weight but perhaps the biggest issue is fuel efficiency. although isn't that also better at lower rpm? so maybe if it's a relatively fast bird where prop size isn't all important, maybe the compromise works out.

[@BlueMax333]

@@DanFrederiksen > AM13. 1.3 liter, 77.1 kg (170 lbs) dry. 100 hp @ 5800rpm (2240 prop rpm) 112 hp @ 5800rpm 126 hp @ 6500rpm > AM15. 1.5 liter, 83.9 kg (185 lbs) dry. 117 hp @ 5800rpm (2240 prop rpm) 131 hp @ 5800rpm 147 hp @ 6500rpm Are you saying that these engines will be more fuel-efficient without a gearbox?! Why do you think converters of auto engines such as Aeromomentum, Viking Aircraft, etc fit reduction drives?

[@DanFrederiksen]

@@BlueMax333 because they focus on low speed and generally a large prop is more efficient. might not be more efficient but could maybe be close. But ultimately we should drop piston engines entirely and make turbofan jets. distance record of 40000km belongs to a simple off the shelf smaller jet engine. Not a piston.

[@davem5333]

While the lower fuel burn may offset the heavier engine weight with lower fuel weight, the additional engine weight cause balance issues. To counter the longer front moment, might have to add ballast to the tail.

[@raydreamer7566]

The weight and balance will not be a problem with this motor. The motor weight of this motor will be tucked closer to the firewall then on conventional motors because of no mags next to the firewall. Placement of weigh has a direct linear value from center of balance .

[@Cedartreetechnologies]

Dave, you are correct. My 701 required 15 lb of weight in the tail to stay in weight and balance with only one person aboard, for an AM 1300 install.

[@crawford323]

They run the heck out of these in airboats! These are proven engines.

[@JK-rv9tp]

Looks like a well thought out engine. I have a couple of questions: For the gearbox, are there any resonant points in the engine's normal operating range where continuous operation must be avoided? And can the gearbox tolerate 3 cylinder operation without shaking everything to bits? Are ALL of the solid state electronic elements full dual channel so that there are no single-point-of-failure elements that can crap out with no warning, no fault tolerance, and no way to detect a defect in advance? The ignition coils are also a concern. If there are two coils each firing two cylinders, it means you pretty much have to have both working, which makes two coils half as reliable as a single coil. It would be better to have one coil for each plug, or better yet two redundant coils with two redundant primaries and power supplies each firing all 4 plugs.

[@PC-vq5ud]

3 cylinder engines are smoother than 4's.

[@faainspector9699]

Unlike the other guy , these engines are brand new factory engines...........not used from an autowrecker like some people do............who wants a used engine that some punk teenager has ratbagged on............nothing compares to new..........these are well designed units..

[@ew4096]

Question: Can the AM15 be installed in a autocopter craft? Can an additional oil cooler connected to the oil filter (not a separate oil tank) (An oil cooler similar to one installed in motorcycles) be also installed? What about a variable pitch propeller?

[@toadamine]

Are these horsepower ratings for the engine alone, or thru the gear reduction unit as well?

[@raydreamer7566]

In your development of your 3 cylinder motor is it possible to have an option of crank up and head down installation with gearbox in high position like a Walter Lom motor ? This would allow for a longer prop with slower prop speed with increased prop ground clearance and more thrust per horse power because of slower prop speed RPMs.

[@johncarr123]

I like your radiator design and placement.

[@Aviator168]

Every combination, engine+gear+prop needs to be field tested to determine the life of the combination.

[@nunyabuizness2953]

They sell the packages for air boats. Air boats are brutal on their engines. He said in the video that one of his engines went over 4,000 hours before it was killed by lack of maintainence by the customer.

[@richardmartin3243]

shame you can't do a aluminum block Slant six the Chrysler used to put out

[@petergray6800]

I am still waiting for the AM10, Turbo normalized of course.

[@Austinmediainc]

Who wouldn't want more choices?? Lol When Lycoming has raised prices about 50% over 3 years, I can't wait u til they have to fight for business!

[@raydreamer7566]

Can your motor be geared to a lower RPM so I can swung a bigger slower prop for better efficiency ? This is a very easy way to better achieve performance without touching the motor. I am really interested in your proposed 3 cylinder for a Murphy Maverick. Also looking for a suitable motor for the Zenith 750 three place aircraft.

[@gukakmakuk]

love Suzuki quality

[@jwhit3849]

What do you use for your engine probes (temp)? Same as Rotax, Jabiru, etc?

[@iam5692]

I want to see the shop.......where is the shop? All I see is an antique lath. Where is the shop?

[@groomlake51]

I think your stuff is great! But a new long block is not a good selling point because of core shift due to internal stress created by casting. I come from racing but it's well known that as the block and heads go threw heat cycles thus causing slight warpage as the metal normalizes. I often look for a higher mileage block that's in good shape because after its normalized once you line bore the mains and get the cylinder wall true it will stay that way for ever.

[@cartmanrlsusall]

Nick Holm I'll save you some words it's called a seasoned block,

[@martinandersson5278]

Nick Holm that only applies on cast iron Aluminium gets its tempering during the cooling after casting

[@gideongouvs5559]

Looks beautiful --- but WAY to overpriced ---- in South Africa you can buy a plane that actually flies for the same amount at cost of a stand alone motor

[@Big_John_C]

How do you retain oil pressure when flying inverted with a "vehicle based engine"?

[@ohwell2790]

You don't fly inverted in an airplane in the that engine!

[@JK-rv9tp]

The same as with any wet sump aircraft engine, which can't run upside down either. You have to build a dry sump oil system to replace the oil pan with a separate tank. Then you can run inverted all you want as long as you also have a fuel system that works upside down.

[@Big_John_C]

John K I know HOW they are supposed to work, the engines shown have oil pans on bottom, which is why I asked...

[@metalfox1911a1]

John K and can maintain enough lift and the winged being able to take the negative G-Force but you guys already probably know that in just didn't say it

[@Big_John_C]

metalfox1911a1 So your implying a light sport aircraft cannot fly inverted? Lol. I suppose the majority cannot, do to the shoddy construction or piss poor design. But I have several that not only fly inverted but can handle any acrobatic maneuver the full size planes can do, maybe better.

[@abz124816]

do you start with a car or motorcycle engine.

[@4501trainman]

Ethanol is highly corrosive. So says ''Lauren Fix'',as she has a video out on the subject,and the Phase-Separation involved.

[@MrJames6674]

I live in Alaska and if I can run this on pump gas which you can only get in the villages and also run it on 100 low lead too which is available in the cities and can they be mixed if you can get back to me I would appreciate it and thank you great video ....

[@HomebuiltHELP]

Of course you simply need to contact the people that manufacture the engine. Contact info in video or just Google.

[@starmanskye]

Very clever, I like it. What's the torque rating on these models?

[@loampey1]

Need to offer an inverted oil system.

[@Audische]

I dont see any lock wiring anywhere, is this done or not ?

[@ohwell2790]

Wrong !

[@JK-rv9tp]

For years Lycoming put those little sheet metal jam nuts on the nuts of the case mating bolts and on cylinder hold down nuts. After a time it was decided they served no useful purpose and most Lycs use no safetying devices at all on case and cylinder hold down nuts, or valve cover screws and lots of other places, like hose clamps. Connecting rod stud nuts are cotter pinned however and you do lockwire other fasteners in certain locations, especially critical items, but it's surprising to see other places on an airplane with no safetying devices, like magneto distributor caps; they're just held on with two machine screws. In general you will not see lock washers on airplanes because they are bad news structurally, It's either cotter pin, lockwire, distorted bore locknut, fibrelock locknut, or nothing.

[@RayleighCriterion]

I prefer the Doyle engine design, weighs only 65 lbs but can easily produce 200 hp and has fewer moving parts.

[@aeromagnumtv1581]

Can you power dual ducted fans? 120hp minimum?

[@JohnDoe-jn4ex]

Yup

[@aqeelalmnsory]

Thanks

[@pjay9518]

turbocharge that sucker

[@pjay9518]

gee accutronis you must be some kind of einstien...are you saying that they use supercharging in various guises, on reciprocating aero engines because, as the altitude increases, there's less molecules of oxygen per cubic centimeter of induction charge ??? gosh gee willikers i never realized that!

[@flexairz]

Not quite so. They are used in both roles.

[@stephenmwyatt2]

The Lycoming will run in super hot weather, have you ridden a hayabusa in hot weather?, it is an ass barbecue

[@nono-mk7jg]

stephenmwhy stupid comparison

[@chippyjohn1]

Lycomings make a great boat anchor as well.

[@danielb516]

looks good ...anything japanese is bullet proof

[@danielb516]

Fredrick Mechanical ....okok ill lawyer up to cover the junks.......most of what the japanese do is bulletproof ....there ya go

[@fatatomicsausage]

Daniel B except the Toyota 2.2 turbo diesel used in the verso and the avensis. A disaster!

[@fatatomicsausage]

TBO? DID HE MENTIPN TBO?

[@danielb516]

fatatomicsausage no but i think 1500 hours similar to the viking ...im quessing ..i thought i heard that somewhere .could be wrong

[@metalfox1911a1]

Daniel B I think DemolitionRanch can put that to the test maybe you should put in a request

[@lostcatf.e.9188]

Carb heat?

[@PC-vq5ud]

Fuel Injected, no heat required

[@gerdesoto262]

You don‘t have nothing impressive with little baby horsepower. Now lets talk whats inpressive that is for airplanes car V8 racing engine over 500 to 700 horsepower with a propeller has 13 blades in a circle and the blade made for very hard steel and each blade at 14 inches wide with very high flow of air with the maximum pulling power starting at a 1000 R.P.M. AND UP. IT BE BETTER ON FUEL ECONOMY ON A TRIP

[@mixter7x7]

why do you guys all talk about hp. when torque is the more important figure ? turning that big fan is not about hp- it's about torque. why don't you disclose the torque number with your hp number ? the 350 in my truck makes 325 hp and 290 ft lb torque @ 4k rpm. the tcm /cmi 550 brags 325/350 hp but probably makes 400 /450 ft lb torque ( or more ) @ 2750 rpm your gearbox will transfer up to 1200 ft lb but what does your engine produce ? your engines are not making anything close to 1200 being less than 2L. the most i would estimate would be around 150 ft lb after being multiplied through your gearbox. you are obviously using a gearbox to get your automotive engine into it's max power band without over revving your prop. i know that you want that engine to run in between it's max power and max efficient rpm ( determined by your cam profile ) while reducing the crank speed to safely operate your prop around 2800 max. so again- what are your torque numbers ?

[@PistonAvatarGuy]

It's actually all about power, because torque can be obtained with gearing, power can't. Any 325 hp engine will be able to produce just as much torque at the prop (or wheels) as any other 325 hp engine, as long as it has the proper gearing.

[@mixter7x7]

i'm sorry sir- we will just disagree. there are numerous massive diesels that produce monstrous torque numbers ( without the use of a gearbox reduction ) and amazingly small hp numbers. speaking in general- higher compression / larger bore and longer stroke motors will produce higher torque while shorter stroke / higher revving engines will make higher hp numbers. if hp is the bragging right- why is there a torque meter in turbo prop aircraft. to keep you from over stressing the prop blades, hub and crankshaft flange. torque is the more significant number. the only regard for rpm is keeping the prop tips below sonic and within their maximum efficiency range.

[@PistonAvatarGuy]

You can disagree all you want, but you'll be wrong. The problem is that you don't know what power is, power is literally a certain amount of torque at a given rpm. 300 hp at 2,700 rpm is 584 lb-ft of torque, no matter what engine is producing it. You can make 300 hp with a Lycontisaurus engine at 2,700 rpm and it will give you 584 lb-ft of torque, or you can make it with a 3.0 liter V6 at 5,000 rpm and it will give you 584 lb-ft of torque when you gear it down to 2,700 rpm. The prop wont know the difference, it'll just turn power into thrust. Torque matters to the design of components because it's a direct stress on those components, but power is what determines how much torque is going to be placed on those components. The less power you make, the less torque you'll have at a given rpm, whether that be the rpm of wheels driving a car or the rpm of a propeller. The faster an engine is designed to rev, the more power it will make relative to its torque output. Diesels make more torque than hp because they *can't* spin very fast, so they have to make a large amount of torque in order to make a decent amount of power. The larger an engine is, the slower it has to spin. It is power output that those engine builders are after, I promise you.

[@PistonAvatarGuy]

Stroke also has absolutely nothing to do with engine torque output.

[@mixter7x7]

wow- this is just like talking to my wife- i'm apparently wrong again. torgue is force. hp is rate of applying force. if you make no force there will be no rate. torque is the torsion force applied. hp is the amount of times one can apply that torque. noting again torque is measured in lbs, while hp is the ability to apply that torque per sec. regardless of my ignorance- i'd still like to see the dyno chart for the motor.....including BOTH torque and hp.

[@ctsteve1967]

Messy Shop. WOW

[@BeamerTheFox]

tbh these remind me of tiny race engines the level of detail an everything being brandnew makes me feel a lot safer. also the fact there Suzuki motors is wonderful to these have been in samuris for years lol pple scream them to the point of insainity an they don't mind so if the oiling system works upside down ide put one in my plane. love the video hope the buissness works out :D