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#21
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VWs
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#23
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VWs
On Tue, 29 Jan 2008 19:57:34 GMT, Anthony W
wrote: wrote: To understand why the VW head does so poorly simply compare it to the early 1500cc (85hp) Porsche heads. Then compare those to the Corvair. -R.S.Hoover Out of curiosity what is your opinion of the Corvair engine? Tony The corvair has more fin area than an O200. -- Posted via a free Usenet account from http://www.teranews.com |
#24
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VWs
wrote Why are you being such an aggressive prick? Can't you help yourself? Seems like you shot the first volley across the bow. Like saying this: "When I want to know what *you* think is a legitimate pursuit in the experimental aircraft arena I'll ask." -- Jim in NC |
#25
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VWs
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#26
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VWs
On Jan 29, 6:29 pm, cavalamb himself wrote:
wrote: Luckily for me RS Hoover has taken the time to actually be helpful. He sounds like he's been building VWs and messing with them in airplanes for many years. It looks like Dale Alexander has had a lot of experience with VWs too. I can't tell yet who else responding to this thread actually has built or used VWs in airplanes. Those are the people I'm interested in hearing from and whose opinions I'd like to hear. VeeDubber is an excellent writer - and I believe he IS building a plane. But I don't think he has yet finished and flown one. (Correct me if I'm wrong on that Robert?) Does "cavelamb himself" have any experience building VWs? Flown them in aircraft? I don't know. I can't tell. I have - several. And helped on others. But from tone alone, I doubt you are willing to listen. Richard Careful, lest we end up juandering in the forest.. Craig |
#27
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VWs
Seems like you shot the first volley across the bow.
Like saying this: "When I want to know what *you* think is a legitimate pursuit in the experimental aircraft arena I'll ask." -- Jim in NC I thought this was the first "shot" "You would have to replace the jug and head to match the aero design. And then why? So that you could mate you're new heads to a cylinder block that has been known to crack just sitting on a shelf waiting to be installed?" I didn't think that was offered in the spirit of answering an honest question, but to be aggressive and insulting. |
#28
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VWs
I have - several.
And helped on others. But from tone alone, I doubt you are willing to listen. Richard I might have gotten mad earlier but I am honestly interested. Some people get a kick out of confrontation on web boards but I don't. I would be interested in knowing about those engines you have built and helped build. I would be interested in knowing how many hours of operation was typical before having to open up them up again. What kind of planes were they flown in? Were owners pleased with them or wind up wishing they'd done something else? Did they buy one of the kits from a company like GP or build it themselves? Direct Drive? PSRU? What were the problems? These are questions you'd like to see in a book like William Wynne's Corvair Conversion Manual but is there one of that quality for VWs? I don't know. |
#29
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VWs
On Tue, 29 Jan 2008 17:32:19 -0800 (PST),
wrote: Seems like you shot the first volley across the bow. Like saying this: "When I want to know what *you* think is a legitimate pursuit in the experimental aircraft arena I'll ask." -- Jim in NC I thought this was the first "shot" "You would have to replace the jug and head to match the aero design. And then why? So that you could mate you're new heads to a cylinder block that has been known to crack just sitting on a shelf waiting to be installed?" I didn't think that was offered in the spirit of answering an honest question, but to be aggressive and insulting. I don't see what's insulting about the truth - I didn't see ANY personal attack. -- Posted via a free Usenet account from http://www.teranews.com |
#30
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VWs
On Jan 29, 11:46 am, wrote:
half-VW conversion. What's your take on these things, -------------------------------------------------------------------------------------------- Generally poor. If I wanted a two-cylinder air cooled engine I'd go buy one, following the lead of Leeon Davis. If someone held a gun to my head and forced me to build a two-banger using VW components, I'd do what Leonard Milholland has done. But a cut-case half-VW doesn't make a lot of sense for several reasons, most based on hard-ball engineering. For example, we've been aware of the thermal limitations and lubrication problems of the VW since the late 1950's and it would seem logical that if you're going to modify the engine as extensively as is done with the typical half- VW you would use that opportunity to increase the fin area of the heads and provide for full-time top-end lubrication. But the guys selling half-VW conversion plans didn't do that. Nor did they use that opportunity to install a solid-state two-cylinder ignition module, such as the Briggs & Stratton unit used on the AeroVee. But the main reason for my generally poor opinion of two-bangers has to do with how they FLY . Or rather, how they run. None of the horizontally opposed two cylinder engines I've flown behind (3 of them; Long, Wright-Moorehouse, and Aeronca) were very smooth and the Aeronca was the only one you could call well engineered (Leslie Long's engine was home-made using Harley-Davidson jugs). Finally, given the alternatives, I can't see how anyone can justify the cost of these converesions. To me, it simply doesn't make sense. -R.S.Hoover |
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