Ep. 10 | Engine Options | Zenith Super Duty Aircraft Build

[@johnreed8872]

Great video ! Looking forward to seeing some other options. Choosing the firewall forward is proving to be much harder than deciding which plane to build! I'm leaning hard towards a non-geared ,air cooled , direct drive horizontal engine which limits my choices somewhat. Thanks again and Blue Skies!

[@AeroworksProductions]

Yes I keep going back and forth on engine selection myself. Too bad there wasn't a big cost difference between them all to help make that decision.

[@transsib]

Hi Adam, great video as always! I think that an O-320 or O-360 would also be a great option: Proven, reliable, plenty powerful and (if desired) widely available on the used engine market.

[@AeroworksProductions]

Great recommendations!

[@philipritson8821]

​@@AeroworksProductionsA Titan O-340 is a stroked O-320. A Titan O-370 is a stroked O-360. Forget the fact that Titan belongs to Continental. Titan engines are Lycoming clones.

[@AeroworksProductions]

@@philipritson8821 They’re all too expensive now.

[@humbledtrader760]

Thank you for the great information.

[@AeroworksProductions]

Thanks for watching!

[@6milesup]

These engines are all crazy expensive if you think about what you are really getting. The viking utilizes used Honda engines which can be had for under $1000 for a low mileage used engine. The prop drive should be the most expensive part on that whole assembly. I would really like to know what they all do to the engines to drive up the price. I am looking at Aeromomentum engines which utilize Suzuki or Hyundai I believe.

[@anthonyswart5748]

I have a ch 801 . With a 180hp lycoming. How about an upgrade to the Yamaha version 300hp ?

[@AeroworksProductions]

I went with the Viking Engines 195 Turbo.

[@DreadnautVS]

I think the Edge Performance 300hp like you showed on Steve Henry’s Highlander would be pretty epic in a Super Duty. I’m sure he’d be willing to assist with getting the engine mount as well, he’s a really good guy.

[@AeroworksProductions]

Edge Performance definitely makes a quality product, just not sure if I want a low TBO and crazy high RPM's. Haven't made final engine choice yet, keeping my options open.

[@DreadnautVS]

@@AeroworksProductions have you taken a look at ULPower? John Humberd runs a 100hp I believe and I think they’re coming out with a 260hp turbo that is direct drive so no gearbox.

[@AeroworksProductions]

@@DreadnautVS Yes, but it's like $45-50K.....:(

[@RussellTelker]

@@DreadnautVS Humberd's is the 130 hp version...

[@michaelz6870]

What would be the advantage of the 300hp? Not going to be much faster then the 200 hp entries. Lower cruise rpm so lower gph of fuel? More torque so faster climb maybe? Don't get me wrong, for ground based applications, question such as these should never be utttered and pretty much amounts to heresy as it is! hahaha

[@MannyCamRS]

I can't believe some of these engines cost more than a nice car. I remember when Viking engines were very affordable. They are priced up there with the big boys now.

[@AeroworksProductions]

They are still much less expensive when you factor in what is included and their support will never be beat by any major engine manufacturer.

[@MannyCamRS]

@@AeroworksProductions I would have to agree when it comes to customer support. I've heard a lot of good thing about Viking Engines. Overall it looks like a great package.

[@negotiatione]

and what range can be obtained on these engines?

[@AeroworksProductions]

Great question, as you probably know aircraft engines are rated at “GPH” gallons per hour. With these engines running from 5-9 GPH and just shy of 50 gallons of fuel, you have about a 350-450 mile range with 30 min reserve.

[@eggenfellner]

Here is some info on range, the Viking runs 9-9.5 gph the factory gets 12-14 gph in the Titan. These are factory numbers :) www.vikingaircraftengines.com/variable-pitch-propeller

[@flienlow6281]

what engine you going with?

[@AeroworksProductions]

Haven't made a final decision yet. Soon.

[@flienlow6281]

​ I am thinking Viking.

[@AeroworksProductions]

@@flienlow6281 They seem to have a popular option and good customer service.

[@pepelepew4117]

At this point after following a couple of different builds and looking at a lot of engines I'd go with the Viking! Great engineering in a modern engine.

[@AeroworksProductions]

Thanks for watching and yes definitely an option.

[@OneKoolDude]

Ill be flying behind a Viking 195 !!

[@DirtRoadLanding]

I will never understand why these engines cost so much.

[@AeroworksProductions]

I know right. It's all liability now days. They have to cover the lawyer cost when someone sues. It's ruined flying.

[@andiv1043]

In Europe its more expansive.

[@stephengloor8451]

It’s 2021 - my way of thinking is that engines designed in the 1940s are not really competitive now. The Viking leverages off millions of car engines and modern injection and ignition systems. Also that VIP service could be worth its weight in gold for the install.

[@AeroworksProductions]

Yes, especially for the experimental market. Lots of great engine choices and the Viking is tops for FWF ready to go and support.

[@philipritson8821]

Read what the Vans website has to say on this issue . Car engines are not designed to run at a constant RPM (not RPMs) for hours at a time. Car engines are designed to utilise a multiple-ratio gearbox to turn wheels. They are not designed for a single ratio gearbox to turn a propeller. The reason why aircraft engine designs are so old is the same reason why Weber still make the world's best high performance carburettors. The 4 stroke horizontally opposed gascoline engine became obsolete in general aviation following the introduction of the jet and turbine engine. Just as EFI rendered the carburettor obsolete. Whoever had the market lead the during the 1960s and 1970s was going to hold onto it for ever after that because the incentive to engage in R&D and product development dried up. Hell Lycoming and Continental still haven't come to terms with the fact that it's unacceptable to put lead into gascoline and has been since the 1980s. What we need is 6 cylinder and 8 cylinder Rotax 912 derivatives to blow the Lycocaurus engines out of the air. Sadly Rotax have decided it's cheaper to try to squeeze every last horsepower out of the 912 platform by adding turbochargers, higher compression ratios and engine-mapping trickery to the 912. A 6 cyclinder naturally-aspirated 912 would give you 120-150 horsepower depending on whether it's based on the 912UL or the 912ULS. A naturally aspirated 8 cylinder 912 would come in that 160 to 200 horsepower. They'd be a perfect fit for experimental aviation AND more reliable than a Rotax 915iS or a Rotax 916iS. Probably cheaper too.

[@philipritson8821]

Revolutions per minute is RPM. It's not Revolutions per Minutes. That would be RPMs!