Viking Aircraft Engines - Engine Week 2020

[@LiveLNXgaming]

Always loved Viking. more HP, range, fuel economy, and power than a Rotax 912, at quite literally half the price. I cant do it yet, but they are at the top of my list for when I finally build my long range bush plane. I just love that these are so affordable for the performance they offer. Other manufacturers have strengths and I still shop around just for fun and try to learn about others, but its hard for me to ever say "yes, this is worth double the price of a Viking". They dont push boundaries that much, but they do push the boundary of accessibility, and that is far more important to the world of aviation to me.

[@ExperimentalAircraftChannel]

Well I hope this glimpse into their shop and what they do there helps you with making a decision one day. Thanks for taking the time to join in on the conversation here! I appreciate your support!

[@desertfox3860]

Engine technology has certainly come a long way since I learned to work on them back in the mid 1950's. Thanks for the video.

[@ExperimentalAircraftChannel]

You are very welcome. Thanks for saying hello here and taking the time to watch!

[@MrWATCHthisWAY]

This is a subject I am extremely familiar with. I have been a Honda buff for years and know the quality control that goes into each build. Tolerances of .0001” essentially a blueprint build on each engine. I overhauled about 35 engines and tried to keep those tolerances on each build. I have ran the different engines at 7-8000 rpm continues and have never blown an engine while racing them. Crashed a few! The only issue I’ve seen with Mr. Wades system is the rubber torque bushing mount flange. I can see they have made a BIG improvement on the flange itself. I believe this WAS their only major issue and I’m glad they redesigned & manufactured new flanges. This is engine is on my short, short list. The only thing I will be changing is the radiator. I would prefer one that’s completely welded and not with plastic caps. Not that I have ever experienced a failure that wasn’t caused from a competitor throwing debris into my radiator it’s just a piece of mind. The only thing a pilot needs to worry about is enough fuel. Another good one Bryan.

[@ExperimentalAircraftChannel]

@John Paul Lafferty Thanks for showing up again and again and sharing your stories. Love reading them. :-)

[@MrWATCHthisWAY]

@@ExperimentalAircraftChannel Bryan if I can offer my experience to the subject I will and if I don’t know a damn thing about the subject then I’m going to ask question even if they may sound ignorant on the subject. I’ve found that’s the best way I can learn and I may ask a question others may be afraid to ask in the possibility others may look down on them. I don’t care what others think about me. I know what I know and the rest I’m willing to be learn... educate me Bryan because that’s why I follow your channel. Thank you Sir.

[@theflynlion]

Excellent video! The A to Z of how Viking acquires their engines and gets them ready for the customer. I was on the fence with regards to getting another Rotax versus an auto conversion engine. After visiting the shop myself and getting a personal tour from Jan and Alissa, I was very impressed with their facility and what they’re doing with these engines. Jan fired up a V90 for me...instantaneous start and it purred like a kitten. I was sold! Just purchased the V90 a couple of weeks ago for a CGS Hawk II that’s being built now.

[@ExperimentalAircraftChannel]

Very cool! Hope you get to fly your CGS Hawk early in 2021. Thanks for stopping by to say hello today!

[@theflynlion]

I was planning to have it on display at the already postponed DeLand Showcase in January, but now that’s been cancelled. All dressed up and nowhere to go, lol.

[@kencohagen4967]

I really like your videos. Keep them coming! When I took Auto Shop in high school we were given a Ford truck chassis, everything from the body down, to learn on. It had fallen off the truck when it was being delivered to a local Ford Dealer. That’s a great way to get an engine, if you can get a hold of one. When the EPA mandated their emission standards one of the areas that was needed improvement was an ignition system. The old points style ignition because when the points wore down the dwell of the ignition coil changes over time along with the ignition timing. Dwell is how long the coil is charged by the battery. The longer the better. In the old days dual point distributors had two sets of points the increase dwell, and that created a hitter spark. But dual ignition gave the engine two paces to wear. When they changed to electronic ignition, that was no longer a problem, and the engine won’t need constant tune ups to keep running clean. That also helps the engine run better longer, and in an aircraft that mean the horsepower rating remained constant, not high one day and after a few hundred hours of use would have to be serviced to bring everything back to spec.

[@ExperimentalAircraftChannel]

Will do! Thank You! All good points on the tech talk their. Thanks for sharing. Good story and great experiences!

[@MRJSWORKSHOP]

Thank you! This is very detail video on the Quality control, inspection and assembling Viking engine. Very impressive it’s meeting industries standard in today’s big manufactures.⭐️⭐️⭐️⭐️⭐️👍🏻

[@ExperimentalAircraftChannel]

You are welcome. I enjoyed learning something new myself during this interview. Thanks for watching!

[@henryware9440]

I have to salute this man for his incredible efforts and expertise making the Honda engines viable for aircraft use.

[@daverobinsonTnT]

Excellent ! Thank you to both you and the folks at Viking Engines - for sharing valuable insights to help us navigate through what is a truly exciting and rewarding endeavour (building an experimental or Light Sport kit Aircraft) that provides for years of education, entertainment and in the end, personal satisfaction in the achievement 🙏

[@ExperimentalAircraftChannel]

Thank you for stopping by in the comments to say hello! Thanks for watching today. I appreciate you!

[@foesfly3047]

Great subject engine and company. Great interview. I have followed Jan and Viking for at least 2 years and really wish the 130 would fit on my little Skystar Pulsar III. Maybe an upcoming design will.

[@ExperimentalAircraftChannel]

Thanks for saying hellow! Who knows what the future will hold for more options. Thanks for watching!

[@donjennings2975]

Thanks for the video. Just got my PPL and am looking to start a build next year. A Viking engine as at the top of the list for engine choices. Modern technology!

[@ExperimentalAircraftChannel]

You are very welcome! Thanks for taking a moment to say hello here in the comments and for watching today!

[@sirnewton6874]

I have personally set up the top end of a 2009 1.5 liter Honda engines 117hp@6600rpm. Very solid platform from a mechanical stand point.

[@eggenfellner]

Good point. The GDI version of the engine has a lot of torque at 4500 so even better as an aircraft candidate

[@ExperimentalAircraftChannel]

Awesome! Good to hear about your mechanical abilities. Now... to choose an airframe for an engine right? What are you considering?

[@sirnewton6874]

@@ExperimentalAircraftChannel I was commenting regarding the all around awesomeness of Honda engines. BearHawk5 started in Oct 2020

[@JohnMGreiner]

I am putting one in my Zenith 750 STOL, once I stop dumping money in my Cessna 210. Different mission, goal is to leap off my own property and fly low and slow. The Viking will no doubt do the leap off the ground fast. I might have to build me a set of Cruzer wings and tail so I can move a little too.😄 I own a 1966 Corsair Corsa, I was looking hard at going that route, since I have already built 3 - 164 140HP engines., but the modern technology in the Viking and true 130HP performance won for me. Plus I can get a low mileage Honda, similar VIN replacement motor, if I ever need it, for less than $2000.

[@gregbevpriest7623]

Brilliant video and information for those contemplating purchasing an engine and convincing themselves that VIKING and their engines are the way to go. Well done Jan and Allisa.

[@johnpumphrey7655]

I really appreciated the detail in the video. Thank you. Unless I missed it, all discussion was on the Honda engines and didn’t notice the Viking 90 / Mitsubishi engine mentioned. Would it be fair to say that many of the modifications and testing processes are similar?

[@ExperimentalAircraftChannel]

YES. All very similar. Sorry... at the time of me popping in (and our schedules aligning) they had as you can see nearly a dozen of the 130hp models ready to go but none of the others at the time. I did "pan around" the installation on the aircraft in their hangar to showcase. Sorry I didn't go into detail on that one. Also didn't want to create a 30min episode... because then no one would watch! :-) We all have such short attention spans these days!

[@quidestnunc9238]

The Eggenfellner Back Story (and, as a long ago Reporter then Bureau News Editor for Dow-Jones Newspapers, I assure you that there is always a Background Story): probably before you, Bryan, were interested in Aviation, Jan E. was attempting to convert and sell Subaru auto engines for use in Experimental planes. Long story short, he had more than one hundred cash deposits (only he, his lawyer and bookkeeper know the exact number) and, after years of putzing with engineering problems, took that company into Bankruptcy with no refunds of deposits. None of this is a secret.

[@savagecub]

Absolutely CORRECT !

[@williamparker917]

Viking is one of the quietest engines you'll ever sit behind.

[@ExperimentalAircraftChannel]

Thanks for the feedback! And thanks for taking the time to watching today!

[@williamparker917]

@@ExperimentalAircraftChannel I always enjoy your videos, I see you got a shot of Dave Tillema's Jumbo in the video.

[@dirtcop11]

A Honda engine becomes a Viking. So if you modify a Saab engine does it become a Samurai? Loved the video. There are a lot of reliable engine adaptations for kit planes and scratch built planes. I am old enough to remember a Model A Ford engine in an airplane.

[@ExperimentalAircraftChannel]

Haha! Nice! Maybe so. And a FORD would be a "RAPTOR." :-)

[@JosephHHHo]

Hopefully it works out and doesn't become a Saab-story

[@HobbitHomes263]

I sure would like a Honda engine. I have a 1990 Honda CBR 1000F motorcycle. It has 87,000 miles of very high RPM operation. It has never leaked coolant or oil. It doesn't burn oil. compressions are all factory fresh. The vavle buckets don't even need shims. I am totally impressed with their metallurgy.

[@raydreamer7566]

To understand dual spark plugs in an older aircraft motor is to understand the failure rate of a magneto and that those motors could not produce full power without dual spark plugs because of a weak and low voltage spark. This is not the case in a newer modern gasoline motor.

[@allankrosner679]

The main reason for two spark plugs in classic aircraft engine is that their pistons are over five inches in diameter. The flame front moves too slow to span that distance with one spark plug.

[@raydreamer7566]

Thanks for the very informative video and the sound of the start up on that motor was so smooth and quite ..... Please keep up the good work at Viking Aircraft Engines....

[@AClark-gs5gl]

Viking first for us!!

[@KowboyUSA]

Excellent video. Been wanting to know more about the Viking Aircraft engine option for some time.

[@ExperimentalAircraftChannel]

Thank You! Thanks for saying hello here in the comments and taking the time to watch today!

[@jmkenny]

Loving me some engine week!

[@ExperimentalAircraftChannel]

Haha! Great! Thank You! I appreciate you showing up!

[@politicalsheepdog]

When I do get a Rans S-12, I would really consider putting a Viking engine on it for the reliability in cross country travel.

[@brentmillsop6355]

This is so helpful!

[@ExperimentalAircraftChannel]

Thank You!

[@theworshiptraveler6709]

Love the Viking Motor. Lots of thrust!

[@ExperimentalAircraftChannel]

"In Thrust We Trust" I think is the saying in Aviation! :-) Thanks for watching here today!

[@pepelepew4117]

very helpful information thanks!

[@ExperimentalAircraftChannel]

You are welcome! Thanks for chiming in here today!

[@Zenithflyer1970]

Great video Bryan. Thanks for the tour Jan and Alissa!! Very cool stuff.

[@johngood3163]

Great video. Learned more and are still sold on Viking (they still come off as authentic and transparent). Looking forward to the next installment in Engine Week. Always trying to learn more

[@ExperimentalAircraftChannel]

That is what this is all about. Learning. Building. Flying. Thanks for saying hello here today!

[@TibDriver]

Bryan these are really good! I’ve been binge watching these engine videos today and enjoying all of the different options. Thnx for your quality work. I cannot believe how much time you spend to give us these. Thank you!!

[@vindoll6237]

Very well done. Found it informative!

[@ExperimentalAircraftChannel]

Great! I hope so. What are you building?

[@bill2292]

Great video!! Looks like a great engine! We desperately need a 300HP variant.... :-)

[@ExperimentalAircraftChannel]

Thank You! I guess we will see what happens in the future here. Thanks for watching!

[@alexandermathar7780]

No No . Modify a boosted K with 700 HP for Piper Malibu or Lancair Evolution.

[@Fantazzim]

Well I might be a future customer. Good job.

[@baseballlife5884]

I notice that most of these conversion engines use a gear reduction to the prop. My limited understanding is this is to allow the engine to work in its peak power range while keeping the prop at its proper rpm which is less than the engines rpm. Please correct me if I’m not understanding this correctly but if that is correct does the engine continuously run at that high rpm? I believe the Rotax is similar in design along with many newer engines. I would hope there’s some way to get engine cruising rpms down under 3000 rpms but maybe not.

[@6milesup]

No, they run the engines up there at a high RPM. A traditional prop turns between 2300 and 2500 rpm, but if it was a direct drive the Honda engine would only have a fraction of the horsepower needed.

[@wingslevel]

I want a Highlander with a Viking Engine!

[@ExperimentalAircraftChannel]

Sweet! Do it! Start now! It is Christmas time after all very very soon! :-)

[@wingslevel]

@@ExperimentalAircraftChannel I would love to, unfortunately I live in Canada

[@mindfulmunchkin1215]

I can dream, this is the one if I ever get there 👍 gr8 content

[@ExperimentalAircraftChannel]

Thank You! Well keep working towards it. Start small. Start Now! Just START. Eventually you will have something to FLY! Thanks for watching!

[@LiveLNXgaming]

This is the most accessible manufacturer on the market. you get a lot from these guys! They are like having a Rotax 912, a very sought after engine, but with more horsepower, more reliability, a little less expandability, and literally half the cost. I feel like Viking is the most bang for your buck by a long way.

[@HobbitHomes263]

what sensor does the engine come with? coolant, oil levels and temps, pressures etc? EGT or O2? Being a crusty old fart, I just like Steam gauges. I suspect the 750 panel has plenty of room for my needs

[@angieshaw8877]

Waaaaay beyond what we know about even auto engines IN the O.E.M. con- figurations ...interests do change after retirement age. We enjoyed your video and marvel at the high-tech C.A.D. adaptation and material fabrication tech- nologies... On a humorous notation, the only things about the name Vikings is the Pro football team...and historically, how centuries ago tge REAL VIking invasions into Scotland, is which we trace our SHAW lineages to and where the beginnings of crafting metals began!

[@JimBronson]

Was somewhat puzzled by the included equipment. Evans coolant? K&N air filters? Honda has an excellent OEM coolant that is very long lasting and IMO that's what should be used. Evans is for drag racing applications where you cannot use glycol based coolant due to the fact it fouls the track if it leaks coolant. Evans also does not cool as well as a water/glycol mix. Granted, the boiling point of Evans is 375F, but your engine will run hotter for a given load than it will with the OEM coolant. And K&N filters let more dirt through, period, proven many times by oil analysis. Use a traditional paper filter.

[@jamesclarkUndiagnosed]

Great Content Bryan... great concept for a week of releases as well.

[@ExperimentalAircraftChannel]

Thank You! I really enjoyed learning more about all of these engines myself as well! Thanks for watching!

[@mervynevans5176]

Wau..esa mujer es una maravilla

[@creightonking8436]

A very well done Video. And a clean shop.

[@ExperimentalAircraftChannel]

Thank You! Thanks for saying hi in the comments and supporting the Channel!

[@G_Money72]

Good stuff

[@ExperimentalAircraftChannel]

Thank You!

[@benh2134]

Great! I love the innovation. Starts to make the dream of kit plane hobby more realistic and affordable for normal people like me. BTW, really enjoy your channel. Appreciate the great info.

[@dajames777]

Very informative. Great video 🤙🤙🤙

[@richardcharles290]

Never heard of anyone having engine problem with a Honda. I've seen recently that Rolls Royce Trent 1000 engines have had shut downs! And they're over $10 million (and FAA certified)!

[@electoplater]

yes but they run 18 hours a day nearly everday

[@ExperimentalAircraftChannel]

They seem to run a VERY long time with no major issues and very little maintenance. That is for certain. Thanks for watching today!

[@richardcharles290]

@@electoplater You're correct; "nearly" everyday!

[@tamimccart4918]

Have one for sale motor only

[@quidestnunc9238]

Did I miss the Aeromomentum visit or the conversation with the Canadian who reps for Edge here in North America?

[@edwinkania5286]

The engine I want for the Kitfox IV I am building!

[@ExperimentalAircraftChannel]

Sweet! How far along is that? Hope you can fly in 2021. That is my goal as well! #justbuildit

[@edwinkania5286]

@@ExperimentalAircraftChannel it is my goal but the parts supply is not there right now. More to follow

[@jpwhite8377]

That was fun. Another well done video. Thanks Brian!

[@gocanada9749]

I am curious, did these Honda engines come that that capsized car carrier in Charleston SC ? Sounds about right because it might take 8 miles from the port to the car carrier that picked up the Hondas, I know because I used to work on one of those ships !

[@Blackcloud_Garage]

Can it run on Low Lead AV gas found at airports or do have to plan on finding MOGAS at the destination?

[@alissaeggenfellner4613]

You can use either, when using 100 LL an additive should be used, this is similar to many engines using 100 LL

[@ExperimentalAircraftChannel]

I think your question was answered below. If not...ask away. That is the purpose of starting this series. To get the conversation going for you. Thank You for watching!

[@PistonAvatarGuy]

@@alissaeggenfellner4613 Do you guys keep the catalytic converter on the engines, or is that removed?

[@alissaeggenfellner4613]

@@PistonAvatarGuy we’ve done it both ways on the 130, most run with it on, but can also be easily removed.

[@MrBtdobie]

Auto manufacturers beat the crap out of these engines in testing. Thermal shock test, hundreds of hours at WOT, contaminated fuel, ect. Auto engines are very reliable, but they have an achilles. The whole operation of the engine is dependent upon a working electrical system unlike a traditional aircraft engine. Many also have the added complication of a gear box. So as with everything there are pluses and minuses.

[@ExperimentalAircraftChannel]

Sure. Agreed. So far so good here though. Are you currently building something yourself?

[@MrBtdobie]

@@ExperimentalAircraftChannel I am building a Bearhawk 4place from plans, but I'm still a long way from having to make an engine decision. Vikings would definitely be worth a look if they had offerings in the power range I needed.

[@LiveLNXgaming]

@@MrBtdobie I love that whole like of aircraft! they are huge compared to what im looking for though and while I love Viking, aircraft that large may need something like a bigger Lycoming. Thats what pushed me away from the larger aircraft like that. Cost to operate was outside of what I felt was worth it and necessary for me.

[@MrBtdobie]

@@LiveLNXgaming I was looking for something that would be suitable for family flying even as kids get older and bigger. So the Bearhawk's useful load is what really attracted me. In the end I will probably end up with a Lyc, cont, or UL power, but I am still wide open on that front. It seems that large airplanes limit your engine options.

[@andreschapero3615]

Fantastic video !

[@lubbas72]

Does Honda really approve Evans waterless coolant in their engines, as shown in this video when the kits are ready to ship? I genuinely have concerns about that product...Have never seen any OEM manufacurer recommend other than 50/50 blend?

[@Talasas]

They don't use it because of sheer cost. It's used extensively in race cars where it can be re-used on frequent tear downs and car collections where the cars sit. I would have no issue running it, it's far less corrosive than glycol.

[@alissaeggenfellner4613]

We use it with a slight pressure (5 lbs) cars are much higher as you know. The reason being if there were ever to be a leak you wouldn’t lose as much fluid, it’s lifetime and doesn’t cause corrosion in the engine or radiator (water can), some places in the engine are hotter than other like around the exhaust manifold - which is built into the cylinder head, water could turn into steam pockets in those areas and not cool like Evans (which has a much higher boiling point) even without pressure.

[@ExperimentalAircraftChannel]

I think your question has been answered below. Ask away on here anytime! Thanks for taking the time to watch here!

[@adrianelliott3126]

Great episode.

[@jefish]

Any plans to later add a Aeromomentum episode to this series?

[@ExperimentalAircraftChannel]

@jason Fish Sorry this wasn't included in the series. Thanks for watching and supporting here!

[@rodsmith6092]

No info presented on displacement, HP, gear box ratio etc. Guess you have to go to their website.

[@alissaeggenfellner4613]

Yes, all that info is displayed easily on our website and a list of parameters etc. . All of our engines run a 2.33/1 ratio in the 90, 130 and 195 T engines

[@ExperimentalAircraftChannel]

Sorry if I missed anything. But yes... that is also why I provide links in the description so you can check out their website or simply call and talk shop. Thanks for watching! I appreciate you!

[@tomvancil8213]

Working on anything to replace the 582 blue heads?

[@JimBronson]

Look up the Yamaha Phaser 2 cylinder 4 stroke.

[@donjayamaha6174]

Do you use the Honda Original ECU for the conversion

[@slavimihaylov2455]

Isn't it too heavy?

[@autolabpro3186]

Also, does the V130 have a MAF sensor?

[@yavoz.]

Do you have any specs on fuel burn and types of fuel accepted in the v195t viking engine?

[@cparsons369]

What about that Duc prop viking recently marketed? The one that changes pitch, did you see that when you were at their location? That seems like a great option for a viking cruzer.

[@alissaeggenfellner4613]

I don’t think we had it completed when he was here! However, he saw it at Zenith Homecoming. It is a perfect match for those looking for great speeds and takeoff without compromising.

[@ExperimentalAircraftChannel]

Good question. I have spoken with DUC a few times and may do an entire episode early 2021 showcasing what they have to offer. Thanks for taking the time to engage here and for watching today!

[@JohnMGreiner]

It’s a simple, straight forward design, incorporated in the design to pass the actuator arm through the gear box. Uses an electrical actuator, so no messy hydraulics to worry about. The DUC props are slick, pricey, but you get what you pay for. Prop Pitch System looked very light weight to me as well.

[@YooperScott]

Those that are new to the game make whatever decision you’d like, but do your due diligence and research Mr Eggenfellner’s past with Subaru engines on airplanes before you purchase. Same guy and basically same marketing story now as then just a different engine manufacturer. It did not end well. Again make whatever decision you’d like, but buyer beware.

[@oktavius8292]

Just got our Eggenfellner Subaru back together with its third short block. Really getting old fixing stuff. Really ruins the idea of alternative engines as there are a lot of engine specific choices to wiring and fuel system. Lot of work and money to swap to a traditional engine. Not saying all alternative engines are a bad choice but we definitely believe the Eggenfellner Subaru was the wrong choice. But at least I get a laugh every time I remove the Eggenfellner intake manifold and looking at the frying pan emblem on the bottom (yes, intake is two pans welded together). "Farberware - Quality Cookware" I'm sure the non-stick coating was an eggeneering decision.

[@jrholand]

why do are you using carbs instead of Electronic Fuel Injection? Wouldn't that reduce a fragility and eliminate carb icing problems.

[@alissaeggenfellner4613]

There are no carbs. It’s all direct fuel injection.

[@jrholand]

@@alissaeggenfellner4613 he states at 9:20-9:27 that it has 4 carburetors.

[@alissaeggenfellner4613]

@@jrholand it has 4 injectors, 4 coils, 4 spark plugs, he was stating instead of a single carburetor we have 4 independent injectors

[@jrholand]

@@alissaeggenfellner4613 gotcha.. phew

[@ExperimentalAircraftChannel]

I believe he was stating that "COMPARING" to "as if" it had... not that it has. Most people think of aircraft engines think of have a carburetor. Thanks for your questions! Thanks for watching here today!

[@autolabpro3186]

Will i be able to fit my Cruzer (V130 eng, with a OBDII connection)?

[@JimBronson]

This application uses a Viking ECU, not the stock Honda one. Question for the company.

[@nishanttomar7826]

Viking aircraft,why can't you buy new parts from oem,s

[@savagecub]

How come you didn’t research this guys background better ?

[@dntower85]

What you couldn't wait till they were back from there honeymoon to put up the video LOL.

[@ExperimentalAircraftChannel]

There is always something getting in the way of scheduling. Sigh. Including an election. And then.... and then.... and then. I figured if I didn't pull the trigger now it would be NEXT YEAR and I wanted everyone to be well informed so they could spend some of their Christmas money on some new Aviation Toys in 2020! Hah! Thanks for watching and supporting here!

[@user-ju3ns2cz1u]

Anyone have a 195hp on a murphy rebel? or any of the murphy aircraft?

[@mikeryan6277]

Do Viking Engines run 2 ECU's?

[@Flightstar]

I seem to remember Honda based Viking Engines starting up here in Victoria, British Columbia 20+ years ago. Is this the same company?

[@scsirob]

No, those were Subaru engines. Same guy, different engine, sad story. Hope the current experience is better for customers.

[@ExperimentalAircraftChannel]

Viking has only been around for about 10 years now. So I do not think that would be the same company. Thanks for saying hello and thanks for taking the time to watch here today!

[@stevehodder1]

Maybe you're thinking of Viking Air, and that was 50 years ago and still going! www.vikingair.com/viking-aircraft

[@tx68]

The company you are trying to remember was called Firewall Forward and their honda based engines were the cam 100 and 125. web.archive.org/web/20080203194147/firewall.ca/main.html

[@Flightstar]

@@tx68 That's the one, Thanks tx

[@John-nc4bl]

This Honda / Viking engine has too many parts to go wrong and is too heavy when compared to Lycoming and Continental aircraft engines.

[@knottymatt]

Massive Honda fan and also a fan of offering affordable engine options for aircraft, I have a Honda car, bike, lawnmower myself, but isn't that 1.5L turbo 'earth dreams' the engine that has reliability issues and has been banned in China? Dilution of oil and carbon build up issues (Scotty Kilmer). Keen to understand what work Viking to prep it for aircraft installs.

[@alissaeggenfellner4613]

Dilution of oil and carbon build up are avoided by running it overboard just like a typical aircraft engines. I think this was mostly an issue in the early years (not now) We have some videos called “Viking Talks” that go through a bit of the process more and are always sharing more

[@knottymatt]

@@alissaeggenfellner4613 Thanks! I'll have a watch.

[@ExperimentalAircraftChannel]

I hope your question(s) were answered below...if not ASK AWAY. I want you to be able to get an education from this ENGINE WEEK series and be able to make a decision if this is an option for you... or not. Thanks for taking the time to watch today!

[@JimBronson]

The issues you mention are endemic to turbo direct injection engines of any make. Doing a lot of short tripping on them with 87 octane fuel leads to oil dilution because they run a rich air-fuel ratio (AFR) to avoid knocking and detonation on the lower octane fuel. In a grocery-getter or soccer-mom application the oil never gets to a high enough temperature to burn off the extra fuel that ends up in the oil. This issue is mitigated by running these engines on higher octane fuel that doesn't require as rich of an AFR to avoid knocking/detonation and/or running the engines harder and longer, which results in appropriately higher oil temperatures that will burn off any fuel that does end up in the crankcase. An alternate way to mitigate the dilution/loss of oil viscosity is to just run thicker oil. Honda recommends 0w20 oils even in their turbo engines but I personally would move that up to somethingW-30 synthetic at least. And do oil analysis to set your change regimen, don't rely on the oil life monitor in the car. Once the oil falls out of viscosity range - 9.3 to 12.4 centistrokes viscosity for Xw30 at 100C/212F, change it. As Mrs. Eggenfellner notes this would be less of an issue in an aircraft application because it will be running at relatively high power settings even in cruise.

[@PARTner91]

There’s no doubt that automotive engine technology is fantastic and reliable. However, since any particular engine model offered here has a low (maybe zero) number of installs in a given aircraft model, it’s like you’re being a long term test pilot for that engine install. I’m more comfortable going with an engine such as a Rotax which has thousands of installs in a given aircraft model.

[@alissaeggenfellner4613]

I’m confused at your response, we have over 600 Zenith installs and many in Kitfox, RANS, Searey, PPC. Over many years we have over 1000 engines sold. The engines are very well tested before they ever hit the market. Even a tested Rotax can fail, but it’s about picking what’s best for you.

[@ExperimentalAircraftChannel]

Go with what you know... or take the time to learn about something new. That is the point of this ENGINE WEEK Series. I hope to reveal most of the details that were or are in question to have you better informed so you can more easily make a choice. And I only wanted to cover engines that are actually "In Production" and the most popular of those. These are quite popular and being installed in aircraft at a pretty aggressive rate these last few years. But of course.... you can decide which platform you feel most comfortable with for your application. Thanks for taking the time to comment here today and for watching!

[@deeremeyer1749]

Those engines are basically "scrap metal" going to the "vendor" and they come out of "JDM" (Japanese Domestic Market) vehicles that no longer "meet specs" per the "supplier" Honda and the "Japanese government" and must be replaced instead of "serviced" because they CANNOT be "serviced" sufficiently to "meet specs". The "markup" on those BOAT ANCHORS. is at least 10,000% if you consider their "value" on arrival from the "vendor" to be "scrap price". And this assclown refers to "robotically put together" specifically to suggest "human error" had nothing to do with their "scrap" status. That is complete bullshit. There is some "automation" involved in "mass production" of "car engines". But there is no "autonomy" whatsoever where "robots" have "replaced human workers" and are "building engines" actually assembling ANY precision "internal" OR "external" engine parts.

[@PeteZoot]

Some technical points to consider: - GDI as implemented on an auto engine provides negligible improvements in efficiency at aero application (high) loads, as explained in detail in the EPA Technical report: www.epa.gov/sites/production/files/2018-10/documents/sae-paper-2018-01-0319.pdf - GDI has a single high pressure mechanical fuel pump, with no redundancy - Auto ECUs have not been optimized for the aviation use case, and must be hacked to reduce the potential of switching into limp mode due to non redundant sensor failures. - the Gearbox damping is still being tested in the field , by customer installations. 4cyl gearboxes are very difficult due to large reverse torque pulses, and resonance issues with unloaded props. For reference: www.epi-eng.com/propeller_reduction_technology/torsional_vibration_issues.htm and more specifically for 4cyls www.epi-eng.com/piston_engine_technology/torsional_excitation_from_piston_engines.htm - present day high compression auto engines with this much complexity added to meet auto industry mileage goals (see point 1), are very heavy in comparison with simpler, lower parts count, aviation purpose designed engines (example rotax, ULPower etc), even those with injection.

[@alissaeggenfellner4613]

The gearbox dampening system has been tested for almost a decade with over 600 flying, in fact it offers dampening to prop strikes, which allows protection to the engine. There is no limp mode in our ECU is in fact optimized specifically for use. Please understand the entirety of the system before writing false ideas. There has NEVER been a high pressure fuel pump problem. If someone wants accurate information I suggest talking with us directly or customers There is reasons for everything that is done and has been tested through and by us before ever hitting the market. The comments in fact show you don’t understand the system and/or conversion or what is done.

[@ExperimentalAircraftChannel]

@Pete Zut I had a few similar concerns to he honest. I am not an "owner" but I also have been following this platform for some time. And I would say that the "proof-is-in-the-pudding." I respect that JAN flies behind every one of his engines (butt-in-the-seat) and has made improvements over the years. And it seems that there are now many flying with no issues. I am NOT defending anyone here...simply stating the facts that have presented themselves over the last several years. You are very welcome to come to you own conclusions of course, and you should, but so far so good on these Honda's. Thanks for watching today and engaging in conversation! I welcome you back anytime. Are you currently building something and if so... what? :-)

[@PeteZoot]

@@ExperimentalAircraftChannel thx for your channel! Its a great asset to the eaa homebuilding community (speaking as a 25yr member - also following viking and Jan over the years). I commented only to provide the community with something to complement cute puppies and couples ;) i am building a europa (with both short and long wings), fly a europa (rotax uls) as well as a hoot’n’a’half Hummelbird (1/2vw). kzbin.info/www/bejne/rZ2cgmyKd5WCrM0 Cheers and blue skies!

[@eggenfellner]

Thank you for the input Pete. We love port injection and direct injection. It is true that we were somewhat amazed at the difference the GDI proved to provide, once testing started 5 years ago. I think the gain for an aircraft is 2 fold: First, the knock threshold is much greater, allowing high compression AND advanced ignition timing, all on mid grade fuel. Another 4-5 percent is gained by allowing full open throttle and flying the engine on the propeller. Eliminating pumping losses over the throttle plate.

[@PeteZoot]

@@eggenfellner to your last point, Hondas throttle by wire system, as well as their ecu programming on their earthdreams engines utilizes stratified charge (leaner than stoic and your wide open throttle scenario) only at low/mid power and warm up with regular injection patterns at stoic at high power settings. Are you changing the honda ecu gdi programmingand using their throttle by wire? If not, your last point is confusing, as it isn't a diesel.

[@44hawk28]

Why would you insist on 4130 chromoly tubing to be TIG welded when it was specifically designed with Metallurgy requiring it to be oxy-acetylene welding. When 4130 and I believe 4140, chromoly tubing is TIG welded it must be stress relieved at all the weld with an oxy acetylene torch. Otherwise you have an Austin medicazone which is subject to failure. Even NASCAR was making this mistake requiring roll cages to be TIG welded instead of oxy-acetylene welding. That metal was specifically designed for oxy-acetylene welding???