Multiple horsepower ranges

• 90 Hp (2022 - 2023 1.2 L Mitsubishi Mirage)

• 130 Hp (2020 - 2021 1.5 L Honda Fit)

• 150 Hp (2022 -2023 1.8 L Honda HRV)

• 195T (2022 - 2023 1.5 L Turbocharged Honda Accord)

With over 30 years in the business and knowing a large category of aircraft, it is crucial for us to sell you an engine, and every bit and piece to make the engine installation successful, so you can be proud of the final product. We specialize in full kits from the basics of a mount and cowling down to electrical component systems and finishing kits. Every engine sale can come complete with your choosing of firewall forward options. Other options include installations at our shop or even an install in your home!

What Kind of Features Does a Viking Engine Offer?

• Others might claim "fuel injection" but not "direct fuel injection" Honda uses a Direct Gasoline Fuel Injection System for superior starting, additional power, low fuel consumption, very low chance of detonation, smoothness, internal engine cooling etc.

• 4 coil ignition system. You don't want a single coil or "dual coil" ignition on a 4 cylinder engine. If one of the 2 coils fail, you now have only 2 cylinders left.

• Lifetime chain camshaft drive. No belts or external greased idler pulleys at high continuous RPM.

• Integral exhaust manifold cast into cylinder head for a simple exhaust system

• Off-set crank shaft and friction reduction coating throughout the engine.

• Variable valve lift and timing for superior full RPM range, power, smoothness and efficiency.

• This can not be matched with fixed camshafts.

• Honda racing technology parts, such as fractured connecting rods and grooved bearings.

• 40 amp genuine Nippon Denso alternator. Not a $40 copy.

• Custom Mil-spec jacketed wire loom.

• 3 gear gearbox for Lycoming style propeller rotation and vertical engine orientation.

• Forged, heat treated and ground helical gears with heavy duty German/Japanese roller and ball bearings throughout for extreme reliability and durability.

• Dual overhead camshafts.

• Original Honda tuned intake system.

• 2.33/1 gearbox ratio for optimum propeller speed.

• Liquid Cooling.

Internal Friction Reduction Technology
Viking engines with world class “Internal Friction Reduction” engine technology. 
As a leading provider of engines to the Experimental Aircraft builder community, it is important for us to convey to our existing and future engine owners, what exactly they own, or are about to own if purchasing a Viking Aircraft Engine. 

The Viking engines generally cost half the amount compared with other brands, there is sometimes a misnomer that you somehow end up with an inferior engine.  Nothing could be further from the truth. The reduced cost is simply due to that the Viking engines are based on the latest mass-produced Honda car engines. 

Internal Engine Friction Reduction Technology

What does the technology consist of?

The outer skirts of the Viking lightweight aluminum pistons feature a low-friction coating applied in a unique pattern. The result is reduced overall friction as the pistons move within the cylinder bores.

Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. Plateau honing is a 2-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the Viking engines.
Low viscosity oil (0W-20) further reduces friction.
A special 2-stage oil pump relief valve reduces friction when maximum oil pressure is not needed. 
Low-friction oil seals in the engine and Viking propeller speed reduction unit.
Special low-drag piston ring design, yet high compression.
Low-friction cam chain
Each journal on the forged-steel crankshaft is micro-polished to reduce internal friction.
Lightweight crankshaft.

Viking cylinder bores are offset by 6.0 mm from the crankshaft to help reduce piston-sliding friction. This gives the connecting rods a more favorable angle during each power stroke, which reduces side loading on the pistons and, in turn, improves efficiency.

Viking engines have their exhaust manifold cast directly into the aluminum alloy cylinder head, bringing the engine up to normal operating temperature quicker, reducing internal friction and increasing engine life. 

Engines have a lightweight cylinder head that is made of pressure-cast aluminum alloy. A silent chain drives dual overhead cams and four valves per cylinder for a low friction cam system.

Viking DOHC 16-valve engines uses an advanced valve-control system to combine high power output with high fuel efficiency. The system combines Electronic Variable Timing Control, which continuously adjusts the intake camshaft phase and Lift Electronic Control which changes the lift profile, further reducing valve friction during cruising operations. 

Why do the Viking models have this advanced internal friction reduction technology?
There is no secret that Viking did not invent this technology. We just believe that those that linger behind with air cooling and low volume engine production, will never know the benefits of having it.  We use the technology because it is already available in the engines we convert for aircraft. 

What benefits does this technology have for aircraft?

Those that have not experienced the power, torque AND fuel efficiency of the Viking 130 engine will have a hard time with this one.  Let me say that again:  Power, torque AND efficiency, all from one engine. 

You will hear things like: airplane engines operate at a constant RPM and all these modern features don’t matter.

Well, that’s where it all falls apart. Of course aircraft engines operate at different power and RPM.  In fact, almost more so than in a car.  In an airplane we want maximum power for takeoff, a powerful climb, a fast cruise, a maximum endurance cruise and a smooth idle.

Why is it that none of the competitor engines have this technology?

Because it is not possible to design / implement this at an affordable price unless you have made 18,000,000 cars since 1947.

WHAT IS DIRECT FUEL INJECTION or GDI

And why do we need it in an airplane?

EFI just stands for Electronic Fuel Injection, now used on virtually all gasoline engines. Fuel is injected into the engine’s inlet ports upstream of the valves so you may also see it referred to as “port injection”. The pulse of fuel injected into the inlet ports is often timed to happen as the inlet valve is opening.

GDI stands for Gasoline Direct Injection. The operation of this is as described above except that the fuel is injected directly into the combustion chamber, as in most modern Diesel engines. In other words, GDI is particular type of EFI.

Internal combustion engines that rely on direct injection of gasoline fuel into the combustion chamber is known as gasoline direct injection engines. This method of fuel injection provides features that were not possible with the conventional port fuel injection that injects fuel into the intake manifold.

The GDI engine avoids premature ignition and increase the compression ratio up to 14:1. Higher compression ratio in a GDI engine extract more work than in an ordinary gasoline engine. GDI makes precise control over the amount of fuel and injection timings that are varied according to engine load and less air throttling greatly improves efficiency.

One of the advantages of GDI engines over PFI is that they typically produce more power and torque. There are a couple of reasons why this is the case, but the main reason is due to the cooling of the charge air. When fuel is injected into the cylinder, then latent heat required to evaporate the fuel is taken from the air in the cylinder (the charge air). This reduces the temperature of the charge air and if this happens while the intake values are still open, then an additional mass of air will be drawn into the cylinder as the cooler charge air is denser. This increase in volumetric efficiency allows more fuel to be burnt resulting in more torque and more power. There is a second benefit in that the charge cooling due to fuel evaporation during the intake stroke results in a cooler charge temperature at the end of the compression stroke, therefore the compression ratio can be increased. Increased compression ratio increases thermal efficiency which also increases torque and power.

INTEGRATED EXHAUST - PERFECT FOR AIRCRAFT

Modern engines have gone away from external exhaust pipes. Fancy and custom welded exhaust might look cool and make you feel like you are "seeing" power. However, eliminating them goes a long way towards cleaning up the engine bay, getting rid of under cowl heat, make the engine more compact, reducing the chance of inhaling exhaust fumes, eliminating the need to replace broken parts,
etc.

An integrated Exhaust Manifold, or “headifold,” is an exhaust manifold cast into an engine’s cylinder head and cooled by antifreeze. This type of design, where the exhaust manifold is no longer a separate part, is becoming the norm.

One main point is that coolant collecting heat from the exhaust gets the engine up to temperature faster, which yields faster cabin warmup times and better initial engine oil flow and engine longevity.

Further benefits are reduced weight and packaging space. The integrated setup gets rid of the external exhaust manifold, all the bolts, and
the gasket, the latter of which can also act as a potential failure mode.

Of course, this integrated exhaust manifold adds more heat load to the cooling system. But despite this drawback, the benefits in fuel economy, cabin warmup, weight and lack of complexity are hard to ignore, which is why “headifolds” have become so prevalent over the past decade or so

It has not really hit the aviation community yet how many advantages a Direct Injected Engine has. It is a perfect match to high output, low fuel burn, high compression, advanced ignition timing, internal cylinder cooling of engine parts and a high threshold for detonation.  

The discussion is no longer about old or new technology, air or liquid cooled, car engine or lookalike aircraft engine with internal car parts, fuel injection or carburetor, etc. It is now about Direct Injection or not.

It is a choice you can only make by understanding the benefits.  

While learning about GDI systems, on YouTube for instance, you will find a lot of information concerning carbon buildup on the intake valves due to crankcase blow-by being introduced to the intake manifold, rather than overboard or into a catch can, as on all aircraft engines. Since only air passes through the intake runners on the Viking 130, no carbon deposits are possible. You are left with only the GDI advantages and none of the drawbacks.