I love the smart, simple, elegant, solutions you devise, with ease of installation, longevity and serviceability in mind. Ingenious and fascinating. You adroitly engineer what is required to convert modern, reliable and efficient, auto engines for aircraft use, and you rely on the billions of dollars Honda puts into engine research for the rest. I can't imagine a better, all around, light aircraft engine solution family...and you fly what you sell. Kudos all around.
I would consider a stainless steel pass through with a lip on it for wrapping fire resistant material around. I don’t think your current pass through would last long were an engine fire to occur. I realize that is exceedingly rare, but they do call it a firewall for a reason. 😁
No need for a heat wrap, the engine actually stays much cooler than standard air cooling etc, and plenty of prop wash and cooling. It is physically the same size.
@@eggenfellner I'm the guy who visited you in Florida with my wife back in January. Building a Fisher Dakota Hawk. Still on track, but things always take more time. I am now considering your 195 for my other project, the GP-4, instead of the newer turbo engine you told me a few months ago would be along in a couple of years. The GP-4 was designed around the Lycoming io 360 A1A, 200 hp, but I think your 195 might be a tad lighter. I'll call you. Thanks.
Thank you Scott, We are just showing the engine installation, it isn't our aircraft so we didn't really have a hand in that - we are just sharing only about the engine. He has been flying it though for over 300 hours without issue though. I'd have to even re-watch the video to see your reference.
Thank you, really appreciate your videos, while I have a different engine going in a Cruzer your advice is very valuable and I appreciate the time taken. Keep up the enthusiasm and great work.
Why did you choose the r18 and l15 engines instead of the k series? The l series is known to have smaller bearings and near its hp limit in stock configuration, just curious, thanks
I’m curious on your throttle control. Many modern engines automatically control the idle to adjust for things like the AC compressor kicking on, etc. Are you using an engine that doesn’t have that? Or did you have to remove that feature for some reason for airplane use. Just curious as it seems that would be useful to handle things like heavy alternator load and to allow slightly higher cold idle. Most of my cars and trucks idle about 1300 - 1500 when started cold and then slowly decrease to 600 (big truck V-8) to 850 (smaller 4 banger) when fully warm.
Great video as always. Thanks, guys! Will there be a powder coating option available when we order the engine mount? Do the overflow bottles come with the engine? Will the prop bolt patterns/measurements be the same as the 130? Don't want a new prop if I can avoid it. Is a fuel pressure transducer included? Is the nose gear spacer required? Does it use the same cowl as the 130? Any baffling required? Does the coolant tubing preclude mounting the batteries on the left side? What kind of washers are used to mount the ground straps to the engine mount? Don't see safety wire. Does that come later? Does it still work if I only have one dog? Saw the other short video with some takeoffs and landings. How long do you think it'll be until we see some performance comparisons between the 150 and 130? I keep leaning back and forth between the two.
That is a whole lot of questions for RUclips, if you want more in depth shoot me an email :) We always offer powder coating, overflow bottle are part of the FWF kit, prop patter/flanges all the same, fuel pressure transducer is part of whatever avionics package you have, spacer isn't required, but nice for extra ground clearance, same cowl, just no bump, no baffling, we don't usually use a lot of safety wire - low vibration and a lot of our bolts are in tension not in shear. Most definitely doesn't work if you have one dog, you must get two ;) The 130 and 150 have their inherent differences, one is port injection (the 150) the other direct injection - the direct injection is slightly more efficient. The 150 is a bit heavier (i think 12 lbs but would have to look) One of the bigger reasons to go the 150 is if you are at a higher density altitude, but the 130 is pretty perfect as well, both can pretty well max out the airframe..
Question. Is there an STC that will allow installing this engine on a C-150/152. If so or not what is the weight difference of this engine compared to an 0-200 or an O-320.
The heat temperature, especially due to not being air cooled, temps under the cowling never get near nylock nut temperatures (they maintain their locking ability up to 250 degrees F) our engine operating temp MAX is 220 and the under cowling temperature is MUCH lower than that :) All metal locknuts are actually hard on the bolt threads as well so they have some disadvantages
Do you get adequate airflow through the radiator from the prop to allow good cooling during prolonged idling on warm days? I did not see an electric radiator fan as comes on cars to provide airflow when idling.
No issues with cooling, it has worked pretty steadfast this way over the past decade without the fan, if we can avoid the added complexity and "one more part" especially where not needed, we will always try to avoid. With the internal friction reduction in these engines, cooling is much easier and we also don't need an oil cooler.
As much as I know some might enjoy this, it takes a long time to do this conversion, a lot of R&D, and is something we will not show on camera, but we have discussed the basics before in many videos.
@@eggenfellner Thanks Jan or Alissa? I thought it was your system , I want the " Beefiest " most robust front shock I can find! Is there a previous video on installation , added weight etc? Thanks for responding and Blue Skies!
Hey John, it is always "Alissa" on here :) There is another video showing exact weights of our bungee here on our RUclips and also on the steel bungee in our store it shows a simplified installation look. We have sold over 700 bungees, it has been a wonderful product!
@@eggenfellner Thanks Alissa , I'll check it out. I've viewed most of your videos , just don't remember one on the steel bungee. Looking forward to meeting you and Jan sometime this year! Thanks again for the response and Blue Skies!
I always learn from your installation videos.
Please never edit Rudder appearances out of Viking productions. Everyone loves Rudder 💙
Noted! Rudder is a movie star on the daily!
I love the smart, simple, elegant, solutions you devise, with ease of installation, longevity and serviceability in mind. Ingenious and fascinating. You adroitly engineer what is required to convert modern, reliable and efficient, auto engines for aircraft use, and you rely on the billions of dollars Honda puts into engine research for the rest. I can't imagine a better, all around, light aircraft engine solution family...and you fly what you sell. Kudos all around.
Thank you Joe, much appreciated. We are really happy with our newest offering!
Amazing video..Jan👍👍👍👍👍😀
Thank you very much!
Like the detail. Very well done! Thank you for sharing.
Thank you very much!
I would consider a stainless steel pass through with a lip on it for wrapping fire resistant material around. I don’t think your current pass through would last long were an engine fire to occur. I realize that is exceedingly rare, but they do call it a firewall for a reason. 😁
I insist that the 2 dogs be included !! 😂
Thank you for the very detail video it was helpful and educating⭐️⭐️⭐️⭐️⭐️⭐️⭐️⭐️⭐️⭐️🤘🏻🤠
You are so welcome :)
I love the Viking engine!
Is this engine physically bigger than the 130? Also, do the hoses close to the exhaust need a heat wrap?
No need for a heat wrap, the engine actually stays much cooler than standard air cooling etc, and plenty of prop wash and cooling. It is physically the same size.
Good Stuff!
Glad you enjoyed it
Beautiful installation!
Very Informative. Thank you.
Glad it was helpful!
@@eggenfellner I'm the guy who visited you in Florida with my wife back in January. Building a Fisher Dakota Hawk. Still on track, but things always take more time. I am now considering your 195 for my other project, the GP-4, instead of the newer turbo engine you told me a few months ago would be along in a couple of years. The GP-4 was designed around the Lycoming io 360 A1A, 200 hp, but I think your 195 might be a tad lighter. I'll call you. Thanks.
Nice video, some great information one negative sorry, lock wire on the nose gear Teflon block would not pass inspection.
Thank you Scott, We are just showing the engine installation, it isn't our aircraft so we didn't really have a hand in that - we are just sharing only about the engine. He has been flying it though for over 300 hours without issue though. I'd have to even re-watch the video to see your reference.
Thank you, really appreciate your videos, while I have a different engine going in a Cruzer your advice is very valuable and I appreciate the time taken. Keep up the enthusiasm and great work.
Thanks Scott, been following your journey as well :)
Why did you choose the r18 and l15 engines instead of the k series? The l series is known to have smaller bearings and near its hp limit in stock configuration, just curious, thanks
Nice video Jan. Was the Alternator missing a nut or was it threaded?
Hey Scott, thank you - it is threaded :)
Thank you for sharing your experience , have you installed viking 150 engine in Hummel H5? What is your thought?
I’m curious on your throttle control. Many modern engines automatically control the idle to adjust for things like the AC compressor kicking on, etc. Are you using an engine that doesn’t have that? Or did you have to remove that feature for some reason for airplane use. Just curious as it seems that would be useful to handle things like heavy alternator load and to allow slightly higher cold idle. Most of my cars and trucks idle about 1300 - 1500 when started cold and then slowly decrease to 600 (big truck V-8) to 850 (smaller 4 banger) when fully warm.
Different real-world performance on a 750 stol between the 130 and 150 with a VFP installed?
Great video as always. Thanks, guys!
Will there be a powder coating option available when we order the engine mount?
Do the overflow bottles come with the engine?
Will the prop bolt patterns/measurements be the same as the 130? Don't want a new prop if I can avoid it.
Is a fuel pressure transducer included?
Is the nose gear spacer required?
Does it use the same cowl as the 130?
Any baffling required?
Does the coolant tubing preclude mounting the batteries on the left side?
What kind of washers are used to mount the ground straps to the engine mount?
Don't see safety wire. Does that come later?
Does it still work if I only have one dog?
Saw the other short video with some takeoffs and landings. How long do you think it'll be until we see some performance comparisons between the 150 and 130? I keep leaning back and forth between the two.
That is a whole lot of questions for RUclips, if you want more in depth shoot me an email :)
We always offer powder coating, overflow bottle are part of the FWF kit, prop patter/flanges all the same, fuel pressure transducer is part of whatever avionics package you have, spacer isn't required, but nice for extra ground clearance, same cowl, just no bump, no baffling, we don't usually use a lot of safety wire - low vibration and a lot of our bolts are in tension not in shear.
Most definitely doesn't work if you have one dog, you must get two ;)
The 130 and 150 have their inherent differences, one is port injection (the 150) the other direct injection - the direct injection is slightly more efficient. The 150 is a bit heavier (i think 12 lbs but would have to look) One of the bigger reasons to go the 150 is if you are at a higher density altitude, but the 130 is pretty perfect as well, both can pretty well max out the airframe..
Thanks so much, and sorry for the length. Kinda get nervous before spending that much.
Length is just fine, but I can give you much more info via email, links etc. if ever needed, and sometimes we miss these comments :)
Question. Is there an STC that will allow installing this engine on a C-150/152. If so or not what is the weight difference of this engine compared to an 0-200 or an O-320.
It is my understanding that Nylock nuts are not acceptable Firewall forward? I see them in the engine mounts?
The heat temperature, especially due to not being air cooled, temps under the cowling never get near nylock nut temperatures (they maintain their locking ability up to 250 degrees F) our engine operating temp MAX is 220 and the under cowling temperature is MUCH lower than that :)
All metal locknuts are actually hard on the bolt threads as well so they have some disadvantages
@@eggenfellner Thanks for the info.
Can the top end 200HP engine go up to 300HP if a different turbo was used?
Have you supplied a 150 or 195 fire wall forward kit for a Jabiru 230?
Do you get adequate airflow through the radiator from the prop to allow good cooling during prolonged idling on warm days? I did not see an electric radiator fan as comes on cars to provide airflow when idling.
No issues with cooling, it has worked pretty steadfast this way over the past decade without the fan, if we can avoid the added complexity and "one more part" especially where not needed, we will always try to avoid. With the internal friction reduction in these engines, cooling is much easier and we also don't need an oil cooler.
why can't you mount the engine prior to putting the skin on?
greetings, what is the price of this gearbox?
When you do a auto conversion of a Honda Engine what are changers that you do to the Honda stock engine particularly to the oil distribution system
We have a few videos discussing this, but most of the Honda engine stays the same, all the internals, oil pan etc.
Thanks could you do a one to one convertion video that will be great
As much as I know some might enjoy this, it takes a long time to do this conversion, a lot of R&D, and is something we will not show on camera, but we have discussed the basics before in many videos.
I don't think I could take the left hand throttle.
Inspiring
Can you purchase just the Speed reduction unit by it self if I have my own motor
Hello Bill, we don't do just parts - just complete engine packages.
What Viking engines are recommended for the Zenith 701?
We have the Viking 90s and the Viking 130 actively flying with the 701
Terrible audio, but two thumbs up for content.
Viking SD?
This is just the standard STOL
Jan... what shock is installed on this one?
Our Viking Steel Bungee
@@eggenfellner Thanks Jan or Alissa? I thought it was your system , I want the " Beefiest " most robust front shock I can find! Is there a previous video on installation , added weight etc? Thanks for responding and Blue Skies!
@@eggenfellner I'm going to be building the CH750 if it makes any difference!
Hey John, it is always "Alissa" on here :) There is another video showing exact weights of our bungee here on our RUclips and also on the steel bungee in our store it shows a simplified installation look. We have sold over 700 bungees, it has been a wonderful product!
@@eggenfellner Thanks Alissa , I'll check it out. I've viewed most of your videos , just don't remember one on the steel bungee. Looking forward to meeting you and Jan sometime this year! Thanks again for the response and Blue Skies!
Whatever
???
He has a 130 and is jealous, he's just kidding. ;)
Lol yes im jealous.. not fair...