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Reese: The discussion would be far more helpful if you would stick to facts you know something about.
- There is nothing "smashed together" on the intake manifold, it is an equal length runner design with a small plenum on the air control body. Good design for making power at high rpm.
- No problems on the EFI injectors (standard Honda part) or ECU (there was a software update for improved cold weather starting). There were some reports of improved performance after cleaning the injectors on engines that sat unused for a couple of years.
- Have you dyno'ed the engine to know it is not making the claimed 110 HP? Honda specs the engine at 117 HP and every Viking RV-12 flying has reported a bit more speed than a 100 HP Rotax RV-12 (I have the same Sensenich prop as the Rotax RV-12, it just turns left instead of right). Not sure how you can do that with less HP than the Rotax.
- I have never seen a claim that the engine is zero-time "new", it was clear where the engines came from when I purchased mine. The fact that you can get a spare core engine for $1,500 should be a hint this is not a new engine.
- The only change to the PSRU design in the past four years (as used on my RV-12) was going from self-contained oiling to using engine oil and a return to the engine oil tank. The flywheel/starter ring changed from a machined aluminum design to a steel version. I see no reason to change mine to either modification.
- Wiring looks to be the standard Honda FIT engine wiring harness for FI, FI sensors, and spark coils. You have to do your own starter, alternator, and engine (oil, water,etc.) sensor wiring. I used aircraft wire purchased from SteinAir. I have seen some automotive wire jobs being used, but that is on the builder.
- The 135 HP GDI is a different engine than the 110 HP engine. The orientation change may be better from some FWF applications, not sure I would put a 135 HP engine on an RV-12. Looks like they are also working on a turbocharged version at 170 HP. I would think changing the PSRU would be desirable given the HP increases being discussed. BTW, they did not hide the fact that the turbocharged 110 had problems that caused them to drop the design.
I do have a problem with the cavalier attitude about W&B, pushing designs past VME, and presuming both Van's and the aircraft industry in general does not know what they are doing. Sadly, there is a crowd out there that likes playing fast and loose (and not limited to RVs either), and are perfectly willing to risk their lives doing so.
John Salak
RV-12 120116
N896HS
You obviously weren't around when the first Viking engines came out. The first intake was a dog's breakfast and strangled the power output- same as on the EZ30 Subarus. When compared to 912S engines on at least one airframe, the first Viking's were not even close in speed and ROC, showing they weren't even making 100 hp let alone 110. Intake changed and the power was there. Weight was considerably more than the Rotax.
There have been at least 3 iterations of ECUs and many versions of software. Lots of folks in cooler climates couldn't get their engines started even after a couple of reflashes because Jan never tested them in cold climates- just like the Subarus. Engines delivered without ECUs at the start and some people waiting for ECUs for almost 2 years- same as the Subarus at the last. Recently Viking offered yet another ECU to customers for around $1300, to finally remedy all the issues with past ones...
Lot's of detail changes of various bits all over the engine that were not done right from the start. The original turbo which he was all ready to sell to people with minimal testing, predictably expired in short order and was yanked from the lineup- again shades of turbo Subaru experiences because Jan doesn't listen to people who know better. 170hp from the GDI turbo engine? Not gonna last long either IMO.
In summation, Jan learned little from his Subaru experience and repeated all the same mistakes over again, using early customers as beta testers.
He would have done well to publish true weights and dyno the engine for real power output. This just hurt his credibility as it did with the Subarus years before doing the same thing.
Anyway, several years down the road and the product has predictably improved (at customer's expense) a lot, but now the GDI version is coming along with how much flight testing behind it? That's always been the problem with Jan's stuff- insufficient flight testing before release. It might work well, might not.
Jan's is not short of good ideas, he's an innovative thinker and tireless worker. He just fails in the final execution and customer service end.
The Fit engine is a good core and if Jan or someone else can get all the details together and offer FF packages at a good price, it will be a good gig for people to fly without paying 912 prices.