Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
Mark L wrote: "You should probably call SPA and ask that question. I've have lots of other things I need to get done. Let us know what you find out. Tell them their website needs work while you're talking to them. Dan and Rachel are great peoplejust need a website guru to fix some broken links." Hahaha. Sorry, my question sounded like I was giving you a homework assignment. The reason I gave the 2850 cc version of the Corvair was to not include the extra costs for the cylinders and of the 3+ liter versions. I was just looking for a rough comparison of the cost of the Corvair vs the O200 since you brought up that those prices are converging. I noticed that you have a slightly different spreadsheet on your Corvair page. ( http://www.n56ml.com/corvair/corvair.xls ) Thanks for both. I ran a quick ScreamingFrog analysis of the SPA site and found no broken links. So, the Wesemans just chose to remove the price info. I will call them. In the meantime, a quick Wayback Machine search shows these pages (with last year's prices) that they removed: https://web.archive.org/web/20220527053831/https://www.flywithspa.com/product/corvair-usa-made-billet-crankshaft/ https://web.archive.org/web/20220706160703/https://www.flywithspa.com/product/5th-bearing-2nd-gen/ https://web.archive.org/web/20220816074009/https://www.flywithspa.com/product/5th-bearing-retro-kit/ https://web.archive.org/web/20220706153205/https://www.flywithspa.com/product/crank-service-w-5th-bearing/ -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
On 4/21/2023 9:04 AM, Mark Langford wrote: apparently West Systems epoxy (105 resin and 206 hardener) are fine with auto fuel as well, + My tanks are of West Systems and I used considerable auto fuel years ago when available without alcohol. 20+ years and tanks are still in good shape. Larry Flesner -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
Steve Loebs wrote: >>Mark, what is the cost comparison of the zero SMOH O-200 vs the rebuilt Corvair 2850 with the SPA 5th bearing / billet crankshaft combo? << You should probably call SPA and ask that question. I've have lots of other things I need to get done. Let us know what you find out. Tell them their website needs work while you're talking to them. Dan and Rachel are great peoplejust need a website guru to fix some broken links. >>It would be great if someone had a spreadsheet of the breakdown of Corvair costs<< My spreadsheet from July of 2000 is enclosed. Prices are probably a "little" low compared to today's prices, and I'm sure I missed a few things...lifters, for example. which are about $60 a set from Clark's Corvair. One of the many wonderful things about Corvairs compared to VWs is valve adjustments are never required because they are hydraulic. Do it on the workbench at assembly, and never touch it again until the next rebuild. Continentals are the samehydraulic. As for vinyl ester, apparently West Systems epoxy (105 resin and 206 hardener) are fine with auto fuel as well, according to some research I did last year while repairing N357CJ's fuel tank. The boat guys swear by it, and I've got some in a jar of fuel (and some on the bottom of the KR2S's fuel tank), and so far it's hard as a rock, just like the vinyl ester. Vinyl ester is pretty smelly stuff, at least what I used was. Don't put it in your fridge or you'll likely want to trash it afterwards. For a LOT more info on Corvair engines in airplanes (and the several that I built over the years), in excruciating detail, see http://www.n56ml.com/corvair/ and all the links on that page. You'll need several cups of coffee for this one. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL 3100cc_Corvair_costs-July2000.xls Description: MS-Excel spreadsheet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
Thanks for the info about the vinylester resin. Also, Mark, you previously wrote: "A quick analysis of prices may lead one to think that the O-200 is a better deal, and maybe so, but I have to say that I'd far prefer the Corvair's smooth six cylinders to the O-200's four cylinders, and having rebuilt both, the Corvair is far simpler to rebuild or maintain than an O-200, and especially to make a non-leaking engine." Mark, what is the cost comparison of the zero SMOH O-200 vs the rebuilt Corvair 2850 with the SPA 5th bearing / billet crankshaft combo? It would be great if someone had a spreadsheet of the breakdown of Corvair costs. On Thu, Apr 20, 2023 at 6:45 AM Mark Langford wrote: > I'd like to clarify what I wrote yesterday about crankshafts. That page > is devoted to crankshaft failures, but doesn't emphasize enough that > another key ingredient is the "fifth bearing".a much larger and longer > bearing (twice the diameter and more than 2" longer than the factory's > "fourth" main bearing journal), which provides significant support for the > nose of the crankshaft and prop hub. I've talked about this many times on > this list and on my website, but that is absolutely imperative at well. We > in the Corvair world should have taken that lesson from Revmaster and Great > Plains, who'd already learned that lesson and created much larger front > bearings on their engines to prevent crankshaft flexing due to prop > forces. I'm sure you've all heard enough about that stuff from me, but a > very large front bearing at the prop hub and near-perfect crankshaft are a > must for airplane use, and nobody should have tried to fly behind one until > the prop forces were dealt with in that manner. 20/20 hindsight. > > Also, I built N56ML's fuel tanks out of vinylester resin to handle > ethanol-laced fuel, and burned 91 or 92 octane gasoline with ethanol almost > exclusively for 1030 hours. I only used 100LL when I was forced to refuel > while cross-country. I think I calculated that I'd run 6000 gallons > through it at one point. > > A warning regarding airport "mogas".it's often 80 octane, and probably > quite stale, so be careful out there. I currently have to burn "ethanol > free" fuel from the local Raceway in N891JF, because the tank is built of > some kind of epoxy which ethanol will dissolve. N357CJ is similar, having > RR tanks in it. On my list is replacing the main tank in it with a > home-built ethanol- tolerant tank using vinylester epoxy. > > See enclosed photo of Sport Performance Aircraft's "Gen2" fifth bearing on > my soon-to-be-flying 3100cc Corvair engine. > > Mark LangfordML@N56ML.comhttp://www.n56ml.com > Huntsville, AL > > > Mark Langford > m...@n56ml.com > http://www.n56ml.com > Huntsville, AL > > > > > > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet > -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
I'd like to clarify what I wrote yesterday about crankshafts. That page is devoted to crankshaft failures, but doesn't emphasize enough that another key ingredient is the "fifth bearing".a much larger and longer bearing (twice the diameter and more than 2" longer than the factory's "fourth" main bearing journal), which provides significant support for the nose of the crankshaft and prop hub. I've talked about this many times on this list and on my website, but that is absolutely imperative at well. We in the Corvair world should have taken that lesson from Revmaster and Great Plains, who'd already learned that lesson and created much larger front bearings on their engines to prevent crankshaft flexing due to prop forces. I'm sure you've all heard enough about that stuff from me, but a very large front bearing at the prop hub and near-perfect crankshaft are a must for airplane use, and nobody should have tried to fly behind one until the prop forces were dealt with in that manner. 20/20 hindsight. Also, I built N56ML's fuel tanks out of vinylester resin to handle ethanol-laced fuel, and burned 91 or 92 octane gasoline with ethanol almost exclusively for 1030 hours. I only used 100LL when I was forced to refuel while cross-country. I think I calculated that I'd run 6000 gallons through it at one point. A warning regarding airport "mogas".it's often 80 octane, and probably quite stale, so be careful out there. I currently have to burn "ethanol free" fuel from the local Raceway in N891JF, because the tank is built of some kind of epoxy which ethanol will dissolve. N357CJ is similar, having RR tanks in it. On my list is replacing the main tank in it with a home-built ethanol- tolerant tank using vinylester epoxy. See enclosed photo of Sport Performance Aircraft's "Gen2" fifth bearing on my soon-to-be-flying 3100cc Corvair engine. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
