Andy Walker wrote:Mike53 wrote:I think there are reasons Aeroconversions does not offer assembled engines:
Liability. If you offer an engine kit, anything that goes wrong with the engine in flight can be easily attributed to "builder error," whereas if you offer an assembled engine, you take on a lot more liability for what happens to that engine when it's run. Given Monnett's legal history, this might actually be the driving consideration here.
Andy Walker wrote:In the end all the major VW conversion companies make nice engines, and it comes down to which small details you like better and whether you need/want FWF support.
Mike53 wrote:I'm not a mechanical engineer,but I would think that over the long hall that continuously running your engine at a lower rpm will significantly lengthen it's TBO?It should be noted that the above 3 RPM's 3400,3400 and 3000 are continuous rpm's
Opinions?
Andy Walker wrote:Mike53 wrote:I'm not a mechanical engineer,but I would think that over the long haul that continuously running your engine at a lower rpm will significantly lengthen it's TBO?It should be noted that the above 3 RPM's 3400,3400 and 3000 are continuous rpm's
Opinions?
Yes and no. Lower RPM is better, but the larger size of the Revmaster comes with thinner cylinder walls and a longer stroke, which means a weaker block and more stress on connecting rods and wrist pins. In the end it's probably six of one, half dozen of another.
Mike53 wrote:Andy I understand what your saying about having to machine a stock case for clearance to accommodate the longer stroke but it is my understanding that Joe Horvath at Revmaster makes his own cases so I'm not sure if having a longer stroke is going to play out the same way as if you were using a stock vw case?
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