Today's Message Index:
----------------------
1. 02:33 AM - Re: Attention Corvair Builders (FlyGuyTililDie)
2. 11:48 AM - Re: Attention Corvair Builders (Brady)
3. 02:03 PM - Re: Attention Corvair Builders (FlyGuyTililDie)
4. 07:32 PM - Re: Attention Corvair Builders (Brady)
5. 10:11 PM - Re: Attention Corvair Builders (FlyGuyTililDie)
6. 10:27 PM - Re: Attention Corvair Builders (FlyGuyTililDie)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Attention Corvair Builders |
Hi Brady,
Your products look gorgeous! I'm certain I'm going to have to at least get those
carbon fiber valve covers.
I have a question regarding the crankshaft: What is the advantage of the forged
over the billet or vice versa? What do you expect the price of the billet to
be after the forged in available?
thanks
James
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226664#226664
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Attention Corvair Builders |
James,
Thank you very much for your kind words.
We have worked very hard to bring the best products we possibly can to our small
community.
The Carbon fiber products are in limbo at the moment due to an unfortunate mishap
with the molds.
We are in the process of making new molds and should be back on track soon.
The Forged VS Billet debate goes way back, and there are camps on both sides of
this river who will argue until they are blue in the face. But, to date, I have
heard no argument that would sway my opinion either way.
Assuming of course that all else (alloy, quality of alloy & design) remained equal.
The main advantages are in the efficiency of production.
A billet Crankshaft produces more wasted material and consumes more labor and machine
time. This is why they are usually more expensive than forged crankshafts.
However if you are only making one or two crankshafts they are considerably less
expensive than the forging dies that are required to forge the crankshaft.
A forged Crankshaft produces much less wasted material and consumes much less labor
and machine time and there fore are usually cheaper per unit than the Billet
Crankshafts.
However, Like I mentioned before the tooling is very expensive and is only worth
while if you plan on producing hundreds or thousands of crankshafts.
At the moment only the Billet crankshafts are readily available.
The forged crankshafts must be produced in large numbers, and so far the demand
has been less than what would justify a full run.
I fully expect this to change once we have one flying and fully tested.
Once the forged crankshafts are available, the billet crankshafts will increase
in price substantially.
I am only offering them in the interim until the forged cranks are in full production.
I feel strongly that it is necessary to make available a safer option than the
OEM crankshafts if at all possible. And as long as my costs are covered I am willing
to do so to support the Corvair community so it can remain a viable option
for sport aircraft.
I invite you to take a close look at our other products as well, like our MagVair
Pistons and Con Rods for example.
These are top notch products of exceptional quality at a very fair price.
The rotating assembly is the foundation of the engine and everything else depends
on it.
Those that were lucky enough to make it to the Corvair College #13 that was held
at the First Light Aircraft Group facility in Livermore, CA got the opportunity
to see these products in person.
Sorry for the long winded response. :)
Take care,
Brady
--------
Brady McCormick
Poulsbo, WA
www.magnificentmachine.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226743#226743
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Attention Corvair Builders |
Thanks Brady for the info. I have been looking very closely at all of your products.
The one that interests me the most right now are the aluminum cylinders.
How is the availability on those babies?
I want to build a 3100 (120 hp) Right now being stationed in Germany (Italy starting
in March), I have no way to build a plane so I thought I would start with
the engine. I'm still in need of a core engine and a way to get it to Europe.
James
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226765#226765
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Attention Corvair Builders |
James,
For those outside the US it is very difficult to find Core engines.
I can put an engine kit together for you if you are interested.
An engine kit will have several advantages for those overseas.
1. shipping is minimized to only those parts that will be used in the final assembly.
2. the engine is shipped as a collection of "parts" and so there are some tax &
import / export advantages as opposed to an assembled engine.
3. your project is streamlined because all of the parts are already cleaned and
prepped for assembly.
4. Buying a kit engine will allow you a substantial savings on parts and shipping
because you buy them and ship them all at once.
If you are interested in an engine kit please contact me off list to discuss your
preferences and options.
The aluminum Cylinders are still in the development stage and are made to order.
You must be aware that they have not been flight tested and have only recently
been running on an engine.
The 3100 is not an easy engine to build and requires several special machine operations
to open the case and heads for the larger cylinders.
There are two ways to get to a 3100:
The first is to use a standard stroke crank with 94mm cylinders.
This has not been done with aluminum cylinders yet and there is some concern whether
or not the aluminum cylinders bases are wide enough to maintain a proper
seal. Only time will tell.
The second is to use a 3.125" stroked crankshaft & 92mm cylinders.
This is conceivably the better way to go because the case is not machined as far
and therefore retains more metal around the head studs.
In addition, this option also will have a wider cylinder base and is more likely
to maintain the seal.
This option has no running example as of yet, though it is our intention to build
and test one.
All of the running 3100's to date were built using modified VW cylinders & pistons.
This option obviously works well and there are several flying examples.
Best wishes,
--------
Brady McCormick
Poulsbo, WA
www.magnificentmachine.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226810#226810
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Attention Corvair Builders |
Brady,
So I assume (thinking linearly and interpolating) that a 92mm bore with the standard
2.94" stroke would yield a 2900 cc engine with 110 hp. Has anybody tried
this yet? Is the cost not worth the extra 10 ponies and the few pounds shed?
What are some of the other considerations with stepping up to a larger stroke?
Are there going to be any clearance issues?
Also, I have read the the heads on the later 140 hp engines were better having
to do with both quality and valve angles. Are these heads able to be used on
our applications? Would there be any advantage to it?
thanks
James
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226822#226822
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Attention Corvair Builders |
After more research on aluminum cylinders I am finding diametric opinions on the
issue.
I seems there are many advantages to having aluminum cylinders: better cooling,
less weight etc. Those who oppose say the issues deal with the qualities of
aluminum. It expands and contract with heating and cooling causing a few problems,
usually being broken studs. This was something that was addressed often
in the Porsche forums.
It seems now that there is new stud technology to compensate for this i.e. ARP
studs.
William Wynne says this in his 2007 tech notes, "Aluminum cylinders require testing.
The two main concerns are finding a ring package that will not destroy the
bore and dealing with the expansion of the aluminum cylinders, which has the
very real possibility of pulling the studs out of the case or imprinting the
head gasket area."
Perhaps having a steel sleeve would prevent the ring damage.
What are your thoughts on making a hybrid cylinder? Would it be feasible to have
a steel or iron core with aluminum cooling fins pressed over it?
thanks
James
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226823#226823
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|