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I would have put a catch can on the breather (the breather pointing at the manifold wasn't a great idea) and an eatension tubw past the cabin door, then put some 15w40 oil in it with some STP/motor honey/Nulon or similar in the oil ... then done a couple of hours flying around that airport to check for problems and oil usage and flown home planning multiple stops on the way home to be near airports and keep checking. I did similar many years ago with a gyrocopter (direct drive/Subaru EA81) with success. Greetings from Down Under

In the hood I’ve seen Hondas smoke for years lol she had another 1000 hours😂

Disadvantage of an automotive engine normal aircraft repair shop at most airports can't overhaul it, but advantage is lot less costly repair replacing with another Honda engine. Does it have logging show knock sensor indicating knocking? I would be surprised if that engine had pre-detonation because they are designed for 87 octane although I suppose computer is not the same as the Honda OEM.

Sure is a lot easier to swap that motor out than was my 2004 F-150. I wish I had that much space to work on ny block!! Great job guys. I am glad you didnt go with the wobbly plate! 97% if people could not do what you did. And how cool is Bob to let you use his hangar!!!

If u do fresh up old motor you can by lots of race parts for honda id go with stronger piston and rings and bearing it would take 6 grand all day for and cam shaft of course few hundred extra bucks go a long way but thought I'd throw that out there

Ya for a little car motor to run full out then 5 6 grand on cruise speed no wonder rings are done at 1200 hrs

Thanks for the info!! I'm wondering if there's a way around that. Maybe some Lucas or more cooling around those two cylinders around that exhaust area? Great info though and the rest looks like it held up great.

Finish slower at the bottom - pull more G in the last quarter, starting at the vertical down line. To echo my other comment, training will help a lot!

How much $$ did this set you back?

I’ve watched your video twice because it’s so entertaining, particularly with all the plot twists. Locking the keys in the truck probably topped them all after what you just accomplished. I swear that same kind of stuff happens to me all the time; in fact, my daughter is always laughing about. It’s comforting to know that I’m not the only one. Loved your perseverance! I have a certified aircraft and I’ve been envious of the experimental world. I am fascinated with Viking and Aeromomentum engines (It seems like Jan and Alissa does a great job at customer service). I have one question: Are there two ECU’s? If one goes out, you switch to the other - how does that work? Thank you for your time and the great video!

Took me 30 minutes to remember the dang question I was gonna ask lol. Did you have any problems getting insurance for your aircraft since it was a non certified engine ? And who did you use ? Thank you for taking the time to answer my questions

Danger Will Robinson! The Viking engine turns it around 4900 RPM in cruise, roughly twice, the RPM you’ll see in a Lycoming or Continental certified engine. These engines are derived from automobile engines which were not originally designed to output high levels of power full-time. In a car you might push the engine to max RPM, what, a few times a day for 10- 15 sec per application? On takeoff you are at full power for a much longer time. In your typical Honda, you’ll be turning 2000 RPM put-puting around behind your 1.5 L engine. At highway speeds your 1.5L Honda requires about 50 hp, whereas at cruise speeds in your aircraft it is putting out perhaps twice that. You’re asking an itty bitty car engine to perform at a level far in excess of the automobiles for which it was originally designed. I’m sure Viking beefs up some of the internal parts to address this, but you’re still asking a lot from a small engine. If you have 1,100 hours on your Viking engine, and it turns twice the RPM of a certified engine, then it has seen about the same number of revolutions that a certified engine will see in 2,200 hours - which is near to or beyond certified TBO. 2,000 hours on a Viking is more like 4,000 hours on a certified engine. Why is Rotax different? Because the engines are designed from the outset for this type of service. Remember the Pond racer that tried to get crazy horsepower out of twin modified Nissan auto engines? They blew up all the time. You could no more expect long duration 800 HP out of a Chrysler Hellcat Hemi engine than a man in the moon. It is designed to accelerate and rest, not hump it full time. Very impressed with the turnaround. Would have taken months on a certified engine! And you saved a ton by doing it yourself!

Whats the biggest viking engine that will fit on a kitfox? Hp wise and weight? I always wondered why you would spend $45k on a rotax 915 to get 141 hp.

Fantastic performance by pilot and aircraft. Well done

Great video, enjoyed every minute of it. Thanks for sharing and enjoy your airplane.

That engine has 1200 hrs. Equivalent of going uphill at 70 mph. You have gotten your money worth

Why not rent a trailer and trailer the plane to Houston? I'm not saying one is better or worse, just wondering if you considered it and what the difference in labor and cost would be.

1:30 and 25:50 Why on Earth is your crankcase breather aimed directly at your hot exhaust instead of going out the bottom of the cowling by the firewall?! Smoke from burning oil? No surprise there. In my 40th year as an A&P.

Rather have a 2000 hour motor,that's what jabiru is offering in there new motor

Do you need drysump oil system for car engine use in airplane?

Lots of Blessings we hope! enjoy your videos.

Hay Sr. I'd like to hear back from ya when ya have a minute , Thank you! Do you use Marvel Mystery oil in your fuel?

What’s the gph

I thought this engine was direct injection? Detonation should be a thing.

Hi Dave I'm curious on which piston failed. I have a Viking 130 also.

try cbr1000 engine

This is fantastic information. Thank you for testing this power plant to its outer limits. This gives me more confidence in the Viking engines.

Are you going to rebuild the engine? Maybe experiment with different style of pistons?

Thanks for posting your experience. You provided a lot of useful information.

I was like what is a high speed taxi test?

how did you resolve the belt out of track?

Great that you shared this event with everyone. Thanks

Have you seen Taurus mufflers? A cyclonic type that works well.

Is that engine injected? I'm planning a Subi conversion with light turbo boost for launch if needed. Are you planning a catch can? And is your crankcase atmo or vacuum? What time limit do you give your plugs, COPs, and controller? Do you have a way to temp sense each cylinder? Maybe a T-couple to each plug? There is a lot of data one can glean from experimental pilots who build their own. Glad you are one of the surviving types! Fair skies and tailwinds for your travels amigo!

Hey, Thanks for the Ride Along Experience! Defect Confirmed! Have Fun, maybe 5500Max?

Get a real engine (MWFly;)

Unreal complexity vs conventional aircraft engine.

Why not just run a normal PCV system into the intake through the catch can? I suppose there's some worry that some kind of failure could cause a loss of power if the engine starts ingesting too much oil? That seems highly unlikely to me, unless it's a really serious failure and the engine is toast anyway. Some racers use the flow of the exhaust to generate vacuum (Bernoulli effect?) to pull fresh air through the crankcase ventilation system, this helps remove combustion byproducts from the engine oil, it reduces pumping losses and it can (supposedly) help with piston ring sealing. Edit: You can search online for an "Exhaust Vacuum Scavenger Crank Case Vent Kit" to see the part used to vent the crankcase into the exhaust.

King Air 350's 200's & 90's are a very fun to fly

What honda engine was used? Usually honda engines are very reliable and stout.

I'd suggest pointing the crankcase breather out the bottom of the cowling instead of directly onto the hottest part of the exhaust. Burp enough oil out that breather and you will have a fire for sure with the current setup. I've honestly never seen a setup on any engine where the crankcase breather is sprayed onto the exhaust.

Wonderful documenting all you've done and your findings. Very nice workmanship, and she looks great. I thought max rpm for Viking 130 is around 5400, but it sounded to me like you said you occasionally run up to 6,000 RPM? If so, why? Also, wonder if the rubbing of the engine cowl may have been caused by a slight engine offset?

That's such a small load area for such a large truck.

So what app did you put that together with

If you could custom order/rebuild an engine that issue may be solved with a piston meant for a turbo application, they are more resistant to detonation and splitting due to detonation in an automotive style engine.

Good job Dave, Had to go through that twice with mine. Interesting the things you find in a one-off creation. I was lucky in that my issues were at my home airport and didn't have the additional headaches you were faced with. All in all, You are back in business with minimum downtime.

I am waiting on the autopsy

That exhaust manifold setup looks bad for the engine

I'll be very interested in the teardown results. Borescope pictures shown didnt quite cover the periphery of the piston, the (my conjecture) likely propogation point for the crack. I'm interested to know if there were any chunks missing. For -detonation- failures, I expect more instantaneous damage than a (progressing) crack. Such as: broken top ring land, torched edges of the exposed aluminum, hole burnt through the crown. Good on you for immediately landing, checking the engine, and changing it. The failed engine may yet be a good base for a rebuild. Cheers!