Viking 150 Information

• 1.8-liter, SOHC, inline-four

• 150 horsepower @ 5800 rpm

• 300 lb-ft. torque @ 4500 rpm

• Fuel Injection

• Composite dual-stage intake manifold

• High rigidity aluminum cylinder block with low friction internal components

• 10.6:1 Compression Ratio

• 16-valve SOHC

• Bore and Stroke 81x87.3 mm

• Displacement 1799 cc

Cylinder Block, Crank and Pistons
Compact, rigid, lightweight and low friction describes the end result of engine technology that helps enable the Viking 150 to achieve high power and high fuel efficiency.

To make the engine highly rigid, extensive analysis was used to create reinforced areas in the aluminum block construction. A lightweight and very stiff steel crankshaft is used with a high balance ratio that also benefits from a lower block design with extremely high crank support rigidity. At the very bottom of the engine, an aluminum oil pan with integrated stiffeners further adds to rigidity. The high rigidity block design helps reduce noise output and friction.

The lightweight aluminum pistons are carried by high-strength, crack-separated connecting rods that minimize rod weight and size, while also increasing connecting rod rigidity and long-term durability. A "cracked" connection means that the rod and cap are forged as a single unit during the manufacturing process, and then are cracked apart to create a custom fit between the two matching surfaces. This unique design allows for the elimination of connecting rod bolt pins, since the connecting rod bolts can be precision machined to fit the cap to the rod.

Cylinder head and Valvetrain
The 150 has a die-cast aluminum alloy cylinder head with a single overhead camshaft driven by a silent-type chain that operates in an oil bath. Typically, intake ports are designed as straight as possible to promote more complete filling of the cylinders. The Viking 150, however, to promote the mixing of fuel with incoming air, has a unique curved intake port design. This strategic curve not only promotes improved air-fuel mixture, but better concentrates the mixture around the spark plug. This allows for an even more efficient combustion process and further increased fuel efficiency.

Friction Reduction Technologies
The 4-cylinder engine makes use of friction-reducing technologies designed to improve engine efficiency. The outer skirts of the lightweight aluminum pistons feature a molybdenum coating applied in a unique dot pattern. The result is reduced overall friction as the pistons move within the cylinder bores. Plateau honing of the piston skirts further reduces friction between the pistons and cylinder walls by creating an ultra-smooth surface. Plateau honing is a two-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 engine. Ion-plated piston rings and low viscosity oil (0W-20) are also used to reduce friction.

Composite Dual-Stage Intake Manifold
A composite dual-stage intake manifold utilizes two intake runners for each cylinder— with one runner longer than the other. Below 5,000 rpm, only the longer of the two runners delivers air to the cylinder – taking advantage of an inertia effect of the long intake path. Above 5,000 rpm, however, a shutter valve in the bore of the short runner opens to allow the passage of additional air to the cylinder. This has the effect of boosting midrange and high-rpm power by utilizing the inertia effect at both low and high rpm.

Fuel Injection
Viking engines features Fuel Injection and sensors to constantly monitor a number of critical operating variables, including throttle position, intake air temperature, water temperature, ambient air pressure (altitude), air flow, along with the position of the crankshaft and camshafts. Special multi-hole fuel injectors mounted in the lower intake manifold spray directly toward the intake ports. The multi-hole injector design means that fuel droplet size is reduced for better fuel atomization, resulting in improved cold weather start-up, better fuel efficiency and higher horsepower.

Direct Ignition System and Detonation Knock Control
A strong ignition spark is critical to improve power and increase efficiency. The 1.8L Viking features a direct ignition system that uses individual coil units positioned directly above each spark plug. The Powertrain Control Module (PCM) continually monitors several engine parameters to determine optimum spark timing based on specific flying conditions.

Additionally, a block-mounted acoustic detonation (knock) sensor sends information per each rotation, so that the engine can analyze each frequency with high precision. This signal is sent to the PCM, which then controls ignition timing as needed to help prevent damage.

Type: 1.8-liter, SOHC, inline-four

Horsepower: 150 @ 5800 RPM

Weight: 239 lbs.

Gearbox Ratio: 2.33/1

Takeoff RPM: Engine 5600 / Prop 2400

Cruise RPM: Engine 4900 / Prop 2100

Static RPM – STOL: Engine 5400 / Prop 2400

Static RPM – Cross Country: Engine 4800 / Prop 2100

Idle RPM: 1500-1700 RPM

Coolant Temperatures: 180 – 220 F

Oil Temperature: Not Measured

Oil Pressure: 20 – 125 Psi

Fuel Pressure: 43 Psi

Fuel: 100LL (MUST use TCP/Decalin) 89+ Octane or higher car fuel

Length: 27 in.

Height: 24 in.

Width: 22 in.

Gearbox Oil: 75W-90 (or 75W-140) Mobile 1 Synthetic Gear Oil (8 ounces) 12 ounces of gear oil should be used with the 48 state gearbox (2022 and after)

Gearbox Temperature: Should not exceed 240 F

Engine Oil: 0W-20 (not brand specific)

Coolant: Evans NPG Plus

Coolant System Pressure: 4-5 Psi