KR> on engine reliability topic

[Chris Prata]

I was scouting around after reading all our recent posts on VW engines and some 
on Corvair.  Found this, interestingly it's on AOPA. Thought it was concise and 
good enough to share, I learned from it:
http://blog.aopa.org/opinionleaders/2014/04/09/how-do-piston-aircraft-engines-fail/

KR> Continental prints

[codylee.cramer]

Can you email me a copy of those prints for the continental engine mount.

Sent from my T-Mobile 4G LTE Device

KR> Continental Engine Mount dimensions

[Global Solutions]

Does anyone have a drawing (dimensions) for the continental engine mount 
used in a KR2S?
I called the company directly for the bolt hole locations / dimensions 
so that I could cad something up but they don't have any information on 
this. They cant tell me the size of any holes or the location of them on 
the engine. Seems crazzy as they make the engines. Even if they get the 
castings from somewhere else you would think they would have this info.

Thanks
Stan

KR> Continental Engine Mount

[bjoenunley]

^there is a 3 or 4" shelf across the back ^(inside) of the firewall and the 
O_200 mount I ^have bolts just below this.
I see the shelf and my vw engine mount attaches just bellow it. ?I did not 
build my continental engine mount but I could build one that attaches like 
yours.
I may be able to cut a slit from the top and access the space between the fuel 
tank and fire wall (if there is one). ?
Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker Florida?

KR> Continental Engine Mount

[Joe Nunley]

^Can you get some new bolts through ^the firewall?

I think the top bolts would go into the fuel tank and foam.

KR> Continental Engine Mount

[Mike Arnold]

P.S. that will add a little weight and so will the Continental.
On May 4, 2016 7:47 PM, "bjoenunley via KRnet"  wrote:

>
>
> I have a problem and I need your help.  My KR2 has a VW engine mount and I
> now have a Continental engine and mount to install.  The problem is that my
> continental engine mount attaches at the top of my firewall.  My fuel tank
> attaches to my firewall at the top where I need to run my bolt holes and
> bolts.
> I am sure that you are going to tell me to make my fuel tank removable.  I
> would need to remove my windshield and I don't know what else.
> Is there other options?Thank you,
> Joe Nunley CW2 US Army RetiredBaker JROTC Instructor Baker Florida
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
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> options
>

KR> Continental Engine Mount

[Mike Arnold]

Can you get some new bolts through the firewall? If you can sounds like
your going to need a sub frame to bolt the engine mount to.
On May 4, 2016 7:47 PM, "bjoenunley via KRnet"  wrote:

>
>
> I have a problem and I need your help.  My KR2 has a VW engine mount and I
> now have a Continental engine and mount to install.  The problem is that my
> continental engine mount attaches at the top of my firewall.  My fuel tank
> attaches to my firewall at the top where I need to run my bolt holes and
> bolts.
> I am sure that you are going to tell me to make my fuel tank removable.  I
> would need to remove my windshield and I don't know what else.
> Is there other options?Thank you,
> Joe Nunley CW2 US Army RetiredBaker JROTC Instructor Baker Florida
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change
> options
>

KR> Continental Engine Mount

[bjoenunley]

I have a problem and I need your help. ?My KR2 has a VW engine mount and I now 
have a Continental engine and mount to install. ?The problem is that my 
continental engine mount attaches at the top of my firewall. ?My fuel tank 
attaches to my firewall at the top where I need to run my bolt holes and bolts.
I am sure that you are going to tell me to make my fuel tank removable. ?I 
would need to remove my windshield and I don't know what else.
Is there other options?Thank you,
Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker Florida?

KR> Type 1 Cylinder Heads

[Chris Prata]

Just FYI this thread has been very interesting and helpful to me even though 
the engine decision for me may be years out (unless a deal appears suddenly).
I would like to turbocharge eventually if not at the get-go, so getting the 
most robust reliability will be key (as it should be anyway).


> I guess the subject of this thread is completely diverted at this point
> with talk of all these other engines . . .

KR> Corvair hydraulic lifters

[Mark Langford]

Mike Stirewalt wrote:

> Those hydraulic lifters you mention Mark . . . they sure work fine
> in cars and everything else but Steve Bennett told me he took
> hydraulic lifters out of the original HAP 1835 that Ken Cottle put in
> my plane to start with. Steve said they were taking too long to pump
> up and were spalling the cam lobes.

I don't know of any issues with the hydraulic lifters on Corvairs.  Due 
to crankshaft issues (which I'm convinced are solved with the advent of 
the NEW 4340 crankshaft), I've had the 3100cc engine apart twice in 551 
hours, and the lifters have shown very little wear, and the 2700 has 
never been apart after 457 hours.

I've never heard the valves make any noise on startup on either engine, 
including the very first startup, thanks to the pre-oiling procedure I 
mentioned earlier this week, which pumps them up nicely.  After 
assembly, you can glue the valve covers on and they won't need to come 
back off until rebuild time.  GM knows how to do hydraulic lifters.

On the other hand, my 2180 VW engine was spalling one of the solid 
lifters when I tore it apart after the sucked valve incident.  And yes, 
both lifters and cam came from the same manufacturer (Eagle), and they 
were properly lubed with moly cam lube at assembly.

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Type 1 Cylinder Heads - cooling

[laser147 at juno.com]

Chris said, 

> " . . . but I *think* I saw the top tier turbocharged verson priced at
37k  OUCH!"

That ain't nuttin' fo a stepper.  

*

Yeah.   The Chinese have Limbach now.  They've hauled it all off to
China.  Of course, the Chinese also now have Continental and practically
everything else we think of as American or European.  Limbach parts and
maintenance for those highly-stressed turbocharged engines are reportedly
a nightmare now that things are in China, so the Limbach boxers are no
longer really viable.  The Germans who know about these things say they
like the Sauers a lot better.   Similar concepts and engineering but
better execution, less expensive, and the company is still European.  I
get this stuff off of the forums. . . no personal knowledge.

I think the UL-Power from Belgium like Dan has chosen for his Panther is
perhaps the classiest choice of all.  

Mike


StyleBistro
The Royal Family Was Shocked When Kate Wore This
http://thirdpartyoffers.juno.com/TGL3141/572a39c31a2e39c21df7st04vuc

KR> Type 1 Cylinder Heads

[laser147 at juno.com]

> "50% more power, 50% more weight, but lot more reliability in the form
of two extra cylinders . . ."
 . . .that also make it inherently smoother as well,  I think. 
Having said that however, I can't say that as nicely as I keep my
engine/prop balanced that vibration has ever been the slightest problem. 
 When it's in that WOT sweet spot up high in cruise it might as well be a
turbine.
**
Those hydraulic lifters you mention Mark . . . they sure work fine in
cars and everything else but Steve Bennett told me he took hydraulic
lifters out of the original HAP 1835 that Ken Cottle put in my plane to
start with.  Steve said they were taking too long to pump up and were
spalling the cam lobes.  That was before he replaced the 1835 with his
2180.  In your experience, is that an issue you've seen or heard about
with VW's and Corvairs? 
I guess the subject of this thread is completely diverted at this point
with talk of all these other engines . . . and now here comes my question
about hydraulic valve lifters.  Screws up the search function in the
archives I imagine.   Still . . .  is cam lobe damage a problem anyone's
ever heard of with sluggish hydraulic lifters?  I'm just curious . . . . 
I know Steve didn't like 'em.
Mike
KSEE

StyleBistro
The Best And Worst Dressed At The Met Gala
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KR> Type 1 Cylinder Heads - cooling

[Dan Heath]

Dos centavos.



My Panther Building Documentation at  
PantherBuilder Web Site



Daniel R. Heath - Lexington, SC

-Original Message-



My 2 centavos.

KR> Type 1 Cylinder Heads - cooling

[ml at n56ml.com]

Phil Hill wrote:

> I don't know, I think a smart person might consider becoming a North
> American distributor...

I've been watching these guys from Motorav at OSH and SNF for the last
few years, and I think the only "flyer" that I brought home from SNF
last year was from Motorav.  I thought to myself..."these guys are doing
it right!".  They have some very interesting ignition ideas too.

My next plane will be Corvair powered though.  50% more power, 50% more
weight, but lot more reliability in the form of two extra cylinders for
safety, valves that never need adjusting, better engine cooling, lower
head temperatures, better engine cooling, and very rare valve issues. A
quality 4340 crankshaft costs twice as much as the VW crank, but it puts
an end to the biggest Corvair risk, using a reground crankshaft.  And
the Corvair fifth bearing options are much simpler and less troublesome
than the VW front bearing experience that I've had (that deserves a
webpage all by itself!).  If carrying an extra 80 pounds of engine
around, it's worth it in the ability to get off the runway and get
altitude in a hurry, even if one cylinder is dead.  And just because you
have 50% more power doesn't mean you burn 50% more fuel, just throttle
back to the same speed as the VW and you will get very similar fuel
burn, although there is a slight penalty (~7%, depending on all-up
aircraft weight)for the extra weight.  Yep...that's another web page
coming...

Mark Langford, Harvest, AL
ML "at" N56ML.com
www.N56ML.com