KR> Type 4 Engine buildup

[Orma]

Hello Net;
Nothing I say today can possibly be as exciting as Marks sign off.  Congrats 
again Mark.  I probably should change the title of this thread to Details and 
Tuning.  I finished and sealed the baffles today, applied Fiberfrax to my cowl, 
shaved my Revflow needle again and ran the engine.  Today I was able to get 
3150 and 32.  I have reached the limits for the needle that I am using and 
after the run I talked to Joe at Revmaster for a few minutes.  He agrees that 
the 34 mm venturi is sufficient for the 2366 plus turbo and said that he could 
carve me a needle that will work better.  All I have to do is to tell him what 
the present needle is doing and he can grind me one that will work.  I have 
quietly been making all my runs and adjustments with the fuel tank at a low 
level.  I feel that the engine must be able to make full power for a go around 
with a low fuel level.  I know that the head pressure will go up with a full 
tank.  I can always adjust the mixture to provide a leaner burn.  On my run 
today, the temps were in the normal range and with the sealant applied, I 
should have no problems keeping the engine and oil cool enough.  I started 
attacking the list of things to do prior to flight.  I have high hopes of 
getting off the ground before the weekend is over.
Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust  

KR> Type 4 Engine Buildup

[Ron Eason]

I believe you can buy a silicon insulation jacket for the hot side of the 
turbo.  They come in colors.  Try Jaggs.

KRron










Sent via the WebMail system at jrl-engineering.com

KR> Type 4 Engine Buildup

[Orma]

Hello Net
Thanks Bill for the "Brain fart".  The trap door idea is good.  However my main 
concern is that since the turbo is nearly at the top of the cowl, and close to 
the right side.  After shut down the fiberglass is hot.  Unless the trap door 
was at the top, the heat would still be trapped.  I need a thin thermo blanket 
to protect the fiberglass.  I spent my airport time today reworking my baffles. 
 I placed the rear baffle behind # 3 cylinder about one inch aft of the head so 
that cooling air could circulate to the back side of the head to increase the 
cooling area exposed to the cold inlet air.  It also makes a better separator 
between the head and the turbo down pipe.  I also reworked the right side 
baffle so that the stock oil cooler has more fins exposed to the inlet.  After 
all was complete, I made a test run to check performance with the waste gate 
closed.  Today the engine ran 3100 with 31MP with the throttle wide open.  The 
outside MP was 29.96  
Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust

KR> Type 4 Engine Buildup

[Orma]

Hello Net

Over the past two days I have invested over 20 hours to the final assembly and 
installation of my new engine.  Today I installed the Oil cooler and filter, 
the EGT probes, and attached the rubber couplers to the intake and carb.  I 
mounted the carb and the filter/diverter.  I also connected all of the cables 
for the mixture, throttle and carb heat.  The one area that gave me some 
problems was the baffods.  Because of the new intake plumbing, each one had to 
be cut.  For now they are on, but will need to be remade after the engine is 
running.  Tomorrow I will work on the turbo, torqueing all the bolts and 
attaching a control to the waste gate.  I also have to install plugs and set 
static timing for the magneto and 009.  If all goes well, by noon or so I'll 
try to bring it to life.  I don't plan to install the prop until after the 
engine will start and run full throttle.

Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust

KR> Type 4 Engine Buildup/NO Prop

[Phillip Matheson]

I don't plan to install the prop until after the engine will start and run
full throttle.

Orma
-
How will you cool the engine, and stop it from over running. A bloke in
Aussie got a new VW engine and ran with out a prop, now it;s History, and
has never been flown. Needs total rebuild.

Phil Matheson
mathe...@dodo.com.au
Australia
61 3 58833588
Kr Construction Web page
http://mywebpage.netscape.com/Flyingkrphil/VHPKR.html
See our  VW Engines and home built Parts
and Kits at:
http://www.vw-engines.com/
www.homebuilt-aviation.com

KR> Type 4 Engine Buildup

[Stephen Jacobs]

I don't plan to install the prop until after the engine will start and
run full throttle.

++

Is it Ok to run the motor full taps without any load (or cooling)?

Will it even hold an idle without a flywheel or prop (to act as a
flywheel)?

Good luck

Steve J

KR> Type 4 Engine Buildup

[StRaNgEdAyS]

All engines should be able to be hot run for testing with no ill effects.
This testing may only be for a brief period, but in any case, any engine,
espescially an air cooled one that will give up after a brief peiod of hot
running should not be considered for an aircraft application.
my 2c. :)
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "Stephen Jacobs" <ask...@microlink.zm>
To: "'KRnet'" <kr...@mylist.net>
Sent: Saturday, August 21, 2004 6:59 PM
Subject: RE: KR> Type 4 Engine Buildup


> I don't plan to install the prop until after the engine will start and
> run full throttle.
>
> ++
>
> Is it Ok to run the motor full taps without any load (or cooling)?
>
> Will it even hold an idle without a flywheel or prop (to act as a
> flywheel)?
>
> Good luck
>
> Steve J
>
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> Type 4 Engine Buildup

[Orma]

"I don't plan to install the prop until after the engine will start and run 
full throttle."

I see that my comment from yesterday stirs up images of an engine running wild 
with out controls and no cooling.  Keep in mind that the engine is fully 
connected to the aircraft just as the previously one was.  The throttle works, 
as does the CHT and for that matter the EGT.  The 009 is easier to adjust 
without prop whizzing by your hand 500 times a minute.  It is also easier to 
adjust the revflow without the prop.  I don't plan to run past idle and I do 
plan to allow cooling time between run attempts.  If I run past idle it will be 
to see if the engine will accelerate or if the engine chokes or starves.  At 
the point I determine the it starts, will idle, and accelerate, the prop goes 
on.  If I am skillful enough this morning I will have both the 009 and the 
magneto close enough to get the engine to fire.  It should only take about a 
minute or two to set the 009.  The magneto will be set statically before 
starting the engine.  Finding Idle with the Revflow is a different issue.  The 
needle I used on my 1910 cc may not work on the 2366, and if it does, it will 
probably need lots of adjustments before I find idle.  Hell, the carb 34mm may 
be too small for the new engine.  Anyway, the engine will run fine for the 
short runs.  It's like starting a car engine after overhaul before you connect 
the radiator, you just can't let it keep running no matter how good it sounds.  
Now its coffee and off to the airport. 
There is a time for E mail and a time for trying to make it to the Gathering

Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust

KR> Type 4 Engine Buildup

[o...@aviation-mechanics.com]

The short answer is Not Yet.  I had forgotten just how many details goes into 
hooking the engine up and getting it ready to run.  A lot of time today was 
spent getting the two ignition systems statically set.  I only had to pull 009 
gear once, but the Magneto was a different story.  The drive puck has five 
positions in which to install it on the back of the crank.  It seems that I has 
to try each once twice to find an alignment with TDC.  I also dissambled the 
turbine end of the turbo to check for junk and did manage to find some.  I 
checked the fuelsystem for tightness.  The new starter had to wired, because it 
was different then the old starter in that it has it's own solenoid.  It is 
wired and ops checked to the cockpit switch.  My battery is now on the charger 
for a 2 amp overnight top off.  The starter seems to turn the engine good, 
however the second set of plugs is not installed.  The engine is full of oil.  
Tomorrow or Monday I must wire the distributer, the magneto and the alternator 
if I can remember where all those wires go.  I have a diagram which might still 
be accurate, if I did not make some mods and not update the darn thing.
Well, it's time to go home.  I may have to stay home tomorrow if it looks like 
a case of AIDS is developing.

I hope all you builders had a productive day.  No excuse for not going to the 
gathering.  If you have, to give all your gathering blocking events a good 
excuse

Orma L. Robbins
A/IA
KR-2 N110LR
Southfield, MI

KR> Type 4 Engine buildup

[Orma]

How do you say YES on the internet so that the reader can feel the 
excitement and smile on the face of the sender.  YES, YES, YES.  This morning 
even with the threat of AIDS and all that it entails, I returned to the airport 
this morning and finished the final details that cleared the way for me to 
start the engine.  I had marked out what I thought was 12 degrees on the face 
of my prop hub and used a timing light to dynamically set the timing on the 
009.  I made one last check for fuel leaks and verified that all wires were 
working.  I used my oil can to oil the rockers and valve stems one last time.  
I pored a few drops of fuel in each plug hole to prime the engine, and 
installed the second set of plugs.  I had a friend stand fire guard and hit the 
switch.  After a few sputters from the raw fuel, the engine began to clear and 
fire on all 4 cylinders.  The engine ran oh so smooth!!!.  I kept waiting for 
what seemed near 30 seconds and still no oil pressure.  A few taps on the 
pressure gauge (direct reading) and the pressure moved to near 60.  After it 
stabilized (I forgot to record the idle speed) I attempted to accelerate past 
idle.  I made it to 2000 RPM before it starved for fuel.  I did look at 
manifold pressure to see if the turbo was giving any indication and noted that 
it was at 15 at idle and advanced to about 18 at 2000.  My observer stated that 
the waste gate was flapping.  That is only one of many issues that I will have 
to deal with during the coming days in order to get flight ready.  After many 
months of down time, I finally feel the KR is coming back to life.  Since it 
runs smooth enough and only indicated that it wants more fuel, it's time to 
reinstall the big fan up front.  All and all I'd say today was a good day.

Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust

KR> Type 4 Engine buildup

[Joachim Saupe]

Congratulations Orma!!
Joachim


> [Original Message]
> From: Orma <o...@aviation-mechanics.com>
> To: KRnet <kr...@mylist.net>
> Date: 8/22/2004 3:28:43 PM
> Subject: KR> Type 4 Engine buildup
>
> How do you say YES on the internet so that the reader can feel the
excitement and smile on the face of the sender.  YES, YES, YES.  This
morning even with the threat of AIDS and all that it entails, I returned to
the airport this morning and finished the final details that cleared the
way for me to start the engine.  I had marked out what I thought was 12
degrees on the face of my prop hub and used a timing light to dynamically
set the timing on the 009.  I made one last check for fuel leaks and
verified that all wires were working.  I used my oil can to oil the rockers
and valve stems one last time.  I pored a few drops of fuel in each plug
hole to prime the engine, and installed the second set of plugs.  I had a
friend stand fire guard and hit the switch.  After a few sputters from the
raw fuel, the engine began to clear and fire on all 4 cylinders.  The
engine ran oh so smooth!!!.  I kept waiting for what seemed near 30 seconds
and still no oil pressure.  A few taps on the pressure gauge (direct
reading) and the pressure moved to near 60.  After it stabilized (I forgot
to record the idle speed) I attempted to accelerate past idle.  I made it
to 2000 RPM before it starved for fuel.  I did look at manifold pressure to
see if the turbo was giving any indication and noted that it was at 15 at
idle and advanced to about 18 at 2000.  My observer stated that the waste
gate was flapping.  That is only one of many issues that I will have to
deal with during the coming days in order to get flight ready.  After many
months of down time, I finally feel the KR is coming back to life.  Since
it runs smooth enough and only indicated that it wants more fuel, it's time
to reinstall the big fan up front.  All and all I'd say today was a good
day.
>
> Orma
> Southfield, MI
> N110LR celebrating 20 years
> To the gathering or bust
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html

KR> Type 4 Engine Buildup

[Orma]

Hello Net

After much delay, as of this morning I finally have all the parts from all the 
shops, and can get on with the final assembly of my type 4, 2.3 turbo.  I 
started today picking up the last of my parts, which was the modified 
VolksPower accessory case, and the remainder of my turbo intake pipe's.  The 
Subaru starter sure turns the engine fast.  I placed the copper gaskets in the 
heads and torque them to the case.  I installed my lifters, lower cooling tins, 
pushrod tubes, pushrods, and placed the rocker assemblies on the studs.  
Tomorrow I will bolt the rockers down and check the rocker to valve geometry.  
If that goes well, I will install the magneto driver to the back of the 
crankshaft and install the accessory case.  I have to repaint my engine mount 
and all the new pipes and manifolds.  With some luck I may get to mount the 
engine before the weekend.  My goal is to have one full month of engine 
operation prior to the gathering, and at least two weeks of flight time.
Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust

KR> Type 4 Engine Buildup

[Scott Cable]

Go Orma!
I can't wait to see the turbo installation.
I assume you got your new mount back from the welder?

Orma  wrote:
 With some luck I may get to mount the engine before the weekend. My goal is to 
have one full month of engine operation prior to the gathering, and at least 
two weeks of flight time.




Scott Cable
KR-2S # 735
Wright City, MO
s2cab...@yahoo.com

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KR> Type 4 Engine Buildup

[Orma]

" you got your new mount back"

Hello Scott and Net

I used the original mount and modified it to allow the turbo to nest just
behind the # 3 head.  I made the decision several days ago that I would not
take on any work from others so that I could have a hope to complete the KR
in time for the Gathering.  So, as of 4:00 EST the engine is assembled, the
valves are adjusted, initial timing for the 009 and the magneto have been
verified and finally the exhaust and mount is installed.  Tomorrow morning I
will get some strong bodies and place the engine back on the firewall.  My
mount is such that all I have to do is drop in the four pins and the cotter
keys and it's a done deal.  I will spend the next two days installing the
accessories, wires, probes, fuel and various other things to make it
operate.  My hope is that by Saturday I will be able to start the engine.
Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust