At 06:49 AM 5/5/2013, you wrote: >When I had the 2700cc (stock displacement) Corvair engine in N56ML, >Larry Flesner's plane and mine were almost a dead match for each >other, until I got wheel pants on my plane. +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Since that time I've replaced the 2 into 1 exhaust with a 4 tube exhaust and get noticeably better performance from my 0-200. My engine now has 2300+ hours on it since factory overhaul and still performs well. While building my KR, I was excited about the Subaru and the Corvair (I once had three Corvair engines) but not being an engine mechanic, I didn't want to go through the "experimental" phase of getting all the bugs out. I kept my 0-200 as stock as possible for reliability. I've had one problem in 470 hours on an 1800 hour engine. That was an intake valve seat that was getting beat out of round. A low time used cylinder took care of the problem. I've been a bit skeptical of auto conversions from the start. Subarus seem to be a bit heavy for their power, VW's and Corvairs with their crank problems and their need for what seems like constant attention. How many of you have flown a Cessna 150 and even given a problem with the engine a second thought? Several Corvair fliers seem to have worked out the reliability problems and that is great. Maybe at this years Gathering we can have a run-off between the various engines. Mark indicated my 0-200 performed similar to his 2700. His KR did not have wheel pants but did have the new wing which should be faster in cruise. We took off together and my KR climbed right along with his on it's shorter (20' 8") RAF48 wing, longer gear legs and raised canopy. Every KR is different so it's hard to make a head to head comparison. As every KR is different, so is every builder. Go with what you are comfortable with and go flying. Larry Flesner
