In the VW family, the Type 4 is in a different class atogether. I have a nice "how to rebuild your VW aircooled engine" book. About anytime the author states a known imperfection of the VW aircooled, he adds: "Of course, this does not apply to the Type 4". As I understand it, the Type 4 involved a major redesign of the Type 3. The aluminum alloy is much less brittle, hence less cracks. The channels, intakes, outakes, etc. have been optimized. And last but not least, it was designed right from the start as a 2 liter engine, making capacity increases easier and safer. Some refer to it as "the bullet-proof VW engine". If you have a Type 4, Orma, no wonder you are happy with it. I, too, changed a Type 4 for another Type 4, by the way.
Alas, the Type 4 has been produced in much smaller quantities than the Types, 1, 2 and 3, and may prove hard to find! Which engine you should choose depends on your own circumstances: what you can find locally, what you are comfortable with working at, your budget, your performance expectations... I would not say that a Type 4 is better or worse than a Corvair, or a Subaru, or whatever, because well, it really depends on what matters for you. Here in France, it would be easier for me to get my hands on, say, a Porsche 6 cylinder (basically the 6 cylinder version of the Type 4) than on a Corvair (car was never imported), let alone a Subaru. And considering the fuel cost ($ 5.75 per gallon!), I would be better inspired to experiment on turbo-diesels anyway! My point is: - Choosing an engine is something as personal as choosing your wife - If you go VW, try to get a Type 4 - If not, stick to what you can afford/build/maintain comfortably. Serge Vidal KR2 "Kilimanjaro Cloud" (2.4 liter Type 4, dual electronic ignition) Paris, France "unless I fall over a Type 4 cheap." Doug Rupert) As most of you know last year I replaced my type 4 after 20 years. I talked to Mark L and visited WW's site and added the numbers up to see if I could afford or even if I should switch to the corsair. The VW won the argument for me just because a new VW would be a bolt on and fly proposition. A lot of parts were reused from the original engine. With the corvair I would have had to change things like mount, charging system, baffeling, cowling changes, prop etc, etc. If I had no other engine, just starting out, the cost would probably be close enough to go either way. I considered the reengineering for the turbo to be minor compared to all the mods required to my flyable plane to convert it to accept the corvair. As for the choice for an ignition system, I've had discussions with others, Ron Eason in particular about full blown EFI systems. I feel that they can be adapted to the VW or corvair. But, like Mark L and others have stated in many different ways, If your reason for building the KR is to have a plane to fly, you have to stop building and changing the thing and get it into the air. I can guarantee you that once it fly's you won't want to change many more things that keep you from getting that Yeeeee Haaaaa feeling. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
