Yet another VW question!
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Yet another VW question!
Does anybody know of a reason that most VW 1600 engine conversions are 1834cc i.e. standard 69mm stroke with an oversize bore of 92mm?
There are 94mm bore barrels and pistons available that result in a capacity of 1915cc, and these barrels have an overall diameter the same as 92mm ones, so presumably are thinner and therefore lighter.
I do wonder if it is a strength or cooling issue seeing as the AeroVee 2200 conversion also sticks at 92mm cylinders albeit with a longer stroke crankshaft.
There are 94mm bore barrels and pistons available that result in a capacity of 1915cc, and these barrels have an overall diameter the same as 92mm ones, so presumably are thinner and therefore lighter.
I do wonder if it is a strength or cooling issue seeing as the AeroVee 2200 conversion also sticks at 92mm cylinders albeit with a longer stroke crankshaft.
Rob Swain
If the good Lord had intended man to fly, He would have given him more money.
If the good Lord had intended man to fly, He would have given him more money.
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Rob, I think it's mainly that. Also worth mentioning that 1834 is the first capacity increase where the case is machined to accept the barrels and the amount of metal left around the studs is woefully thin. I gather from reading that 8mm studs in pre-installed helicoil 'case savers' which take the retaining hole out to 10mm is preferable to 10mm studs straight into the alloy.
I shared a hangar with a Sonerai which had an 1834 with 10mm studs and the owner had to make some hasty repairs with helicoils after he had heads constantly coming loose with other attendant problems of tappets closing up etc. In fact, it was the catalogue of tappet and loose head problems that led him to discovering the crankcase cracks.
He got so good at removing and replacing heads etc. it wasn't unusual to find him doing it just prior to us leaving for continental fly-ins!
I shared a hangar with a Sonerai which had an 1834 with 10mm studs and the owner had to make some hasty repairs with helicoils after he had heads constantly coming loose with other attendant problems of tappets closing up etc. In fact, it was the catalogue of tappet and loose head problems that led him to discovering the crankcase cracks.
He got so good at removing and replacing heads etc. it wasn't unusual to find him doing it just prior to us leaving for continental fly-ins!
Rob, I think another reason that the 1834cc conversion is predominant is that at one time it was the only one easily available here.
I recall back in the early 90's when the 1600cc in the Fenland Strut Veep burnt a hole in a piston crown, we decided to upgrade as part of the rebuild and all we could find was the Mahle 1834cc barrel and piston set.
Personally I'd not want to go much bigger than this for the reasons already given by Nigel.
I recall back in the early 90's when the 1600cc in the Fenland Strut Veep burnt a hole in a piston crown, we decided to upgrade as part of the rebuild and all we could find was the Mahle 1834cc barrel and piston set.
Personally I'd not want to go much bigger than this for the reasons already given by Nigel.
Roger Callow
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- mikehallam
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I'd be pleased if folk could comment on the Sauer and Sonex's similar engine from the size, crankcase integrity point of view.
I'd like to do something in RansMail to compare modern developments and mention the semi forgotten origin of the converted car VW. The Duke of Edinburgh flew behind one at the Tiger Club I believe.
AFIR Peacock sold conversion plans. Turbulents, Nippers and Scheibe Falkes had German (?) Ardem, Stark Stamo and/or Holmann Hepu conversions.
Anyone like to provide some pro's cons please ?
mike hallam.
I'd like to do something in RansMail to compare modern developments and mention the semi forgotten origin of the converted car VW. The Duke of Edinburgh flew behind one at the Tiger Club I believe.
AFIR Peacock sold conversion plans. Turbulents, Nippers and Scheibe Falkes had German (?) Ardem, Stark Stamo and/or Holmann Hepu conversions.
Anyone like to provide some pro's cons please ?
mike hallam.
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Hi Guys, I'll be delighted to put on a VW course or two. Can anybody out there with ideas of who should run them please PM me, I'm not up to speed on who the experts are now that Barrry Smith has retired.
Mike, I'm pretty sure Sauer use a purpose made crankcase which is strengthened in the known weak spots. I think AeroVee is a VW case, but I haven't heard that they are having any problems with it. Don't know if they weld a plate on the bell housing end by the RH cylinder (from the bell housing end) where it cracks either. 94mm cylinders have a bit of a history of warping because they are thin walled but I know Steve Stride has them on his Corby Starlet (a Mosler conversion) and he told me he hadn't had any trouble with them.
Mike, I'm pretty sure Sauer use a purpose made crankcase which is strengthened in the known weak spots. I think AeroVee is a VW case, but I haven't heard that they are having any problems with it. Don't know if they weld a plate on the bell housing end by the RH cylinder (from the bell housing end) where it cracks either. 94mm cylinders have a bit of a history of warping because they are thin walled but I know Steve Stride has them on his Corby Starlet (a Mosler conversion) and he told me he hadn't had any trouble with them.
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