|Type||1.5 L, Direct Injected, 4 cylinder|
|130 @ 5400 RPM|
|Weight||220 lbs/100 kg|
|Takeoff RPM||Engine 5600|
|Cruise RPM||Engine 4900|
|Static RPM - STOL Aircraft||Engine 5400 RPM|
Prop 2400 RPM
Static RPM -
Cross Country Aircraft
|Engine 4800 RPM|
|Prop 2100 RPM|
|Coolant Temperature||180-220 F|
|Oil Temperature||Not Measured|
|Oil Pressure||20-80 Psi|
|Fuel Pressure||43 Psi|
|Fuel||100LL/ 89+ Octane Auto Fuel|
|Gearbox Oil/Type/Quantity||75W-90 Mobile One Synthetic Gear Oil/6 oz|
|Coolant||Evans NPG Plus|
|Coolant System Pressure||4 Psi|
PERFORMANCE OF THE LYCOMING 235 IN LOW WINGED ZENITH AIRCRAFT
Internet Forum Source:
"I have an O-235-C1, one of the earlier O-235 versions.
Normal cruise is about 90 knots (104mph) at 2550 rpm. Fuel consumption is around 6.5 gph.
Internet Forum Source:
"I have the L2C 0-235"
"I have used 2400 rpm to do my testing and I indicate about 120 MPH"
"I'm burning around 7.5 GPH with out any leaning."
PERFORMANCE OF THE VIKING 130 IN LOW WINGED ZENITH AIRCRAFT
"5.4 gallons per hour. True airspeed 135 mph."
"Test flew with a new passenger cabin vent. Wonderful. Air was calm, so I opened it up a bit. 155mph..."
From the chart above, The Viking 130 clearly outperform the UL130 engine
Viking 130 HP Engine
Aircraft - CH-750 STOL
Engine - O-290
Weights - Left and Right Mains (330 lbs. each) Nose 300 lbs.
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.