yes, in fact, my 2200 is a late solid lifter version which had pretty much all the early issues (such as cooling fin configuration) resolved. ?one update that came later was to add 2 steel dowels between the crank and flywheel. The orignal design did not use dowels or shoulder bolts and relied on sheer friction (I guess). there were a very few failures so they issued the dowel spec. I had that done. by the dealer, and had the crank magnafluxed and checked (and no there was never any damage history whatsoever).
I flew this engine 3000 miles with no issues. these really purr like a kitten and sip fuel. it only had 150 hours but because it sat, and the dowel update, we disassembled it and had the valve job done (with heads checked) honed and checked the cyls, etc etc and ordered all new through bolts, bearings, rings, the usual overhaul stuff. I left it apart until needed, in case of any more updates or anything, and to preserve it. all that being said, the one issue that I'v read about is that these do not tolerate detonation well, it stretches the through bolts. I am interested to turbocharge my project eventually, and the VW is available with turbocharging now from at last two companies.? (I saw on the interwebs that they are also turbocharging the jab 2200 in EU I should add). I could always go to electronic ignition with knock sensor, and run the jab with a turbocharger. one other consideration is the tendency for KR's to be a bit tail heavy. since I really would like th shortest nose possible, (in keeping with N1436 looks), the heavier VW is actually an advantage there.? my jab is for sale, if it sells that funds things like wing skins etc, if not, I can just run it. but there is plenty of time to decide. so hopefully that should explain why the 2200, as great as they run, is not a definate best choice in my case. ?it seems you have the answer in your pocket. > > Larry Flesner > >
