At 09:38 AM 5/5/2013, you wrote: >Regarding recent crank failures with the VW, well, that may be telling on >your age. I believe those problems were solved many years ago. ++++++++++++++++++++++++++++++++++++++++++++++++
I'm sure you're right. I started building my KR in 1990 so I was considering the knowledge base at that time. I knew my KR would be heavy so I wanted more than 80 hp. I was hot on the Subaru at first, then picked up an 0-200, then got excited about the Corvair, then decided to go with the 0-200 for reliability. I sold my three Corvair engines when I determined that it would cost me as much to mount a reliable Corvair then to overhaul my 0-200. I also wouldn't have to change engine mount, cowling, wiring, etc., etc., etc. The main objective of any builder should be to fly with an engine they are comfortable with. If you like the VW, go with a VW, if you like the Corvair, go with the Corvair. They all make for some fun flying. You have to have confidence in your engine or you will end up with a hangar queen. I question WW's numbers to the extent of the given size of the propellers each engine can turn. I realize they have different torque curves but the 0-200 turns a greater diameter, higher pitch prop, at a lower RPM and therefore I think is more efficient. I suspect that if the 0-200 only turns out 85 hp, the Subaru and Corvair are a bit over rated also. Just my humble opinion. :-) Joe Horton seems to have gotten some good reliability from his 3300 Corvair. I'd sure like to do a head to head run with him at this years Gathering. I flew out to meet Joe on his arrival at last years Gathering and the last few miles in to the airport we seemed to be running pretty close. I was full throttle but I think Joe runs his pretty hard also. It would make for some interesting hangar talk around the campfire. Larry Flesner
