KR> Corvair EGT

[Dan Heath]

I installed mine 4" from the flange and at 2950 rpm, ran it around 1450.  If
it went above that, I richened it.  The engine runs good lean of peak, but I
did not make a habit of running it there.



See N64KR at   http://KRBuilder.org - Then click on
the pics 



2015 KR Gathering - McMinnville, OR.  September 3 - 6 -- See U There.



Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best KR at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Interior at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

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Daniel R. Heath - Lexington, SC





-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Bob Sauer via
KRnet
Sent: Sunday, July 05, 2015 6:40 PM
To: KRnet at list.krnet.org
Cc: Bob Sauer
Subject: KR> Corvair EGT



What EGT readings are a good range for the 2700 Corvair engine? 



Bob Sauer

Sun City West, AZ

N811RJ  KR2S

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KR> Revmaster R2300

[Randy Moore Newbern Tn. N318RM]

call Joe at revmaster good fellow to deal with



-Original Message-
From: robert gill via KRnet 
To: krnet 
Cc: robert gill 
Sent: Sat, Jul 4, 2015 7:46 pm
Subject: KR> Revmaster R2300


Hi all, I Thought I would put my two cents in about the Revmaster R2300 as I
have one of these in my kr2, When I'm not working on it trying to figure out the
bugs, when its running right it is a great engine, after about 18 months of
playing with it I am now getting 140 kts cruise and 1200 fpm climb at gross , so
that i think is pretty respectable, and can now not stress to much on it
performing properly. But the problems I have had with the engine at times I've
been ready to burn the plane! thinking I would never get this thing right. A few
times in the early hours of it flying it I had to do emergency 180 turn backs on
climb out as the engine was not going to make the full circuit, with CHT's going
through the roof at 300 deg C+. (screen only only goes to 300 got there in about
10 sec from take off, and EGT's 950 deg C+. (last flight when the heads finally
cooked). a list of the faults I had with it are. 1/ ign. timing set at approx 40
deg btdc,  which cooked the heads with
 in 10 hrs from new (timing was factory
set!) with a timing light shown it was correct at the prop flange, but found it
a with dial ind. on piston #1 while stripping the engine down. 2/ aluminium push
rods 6 out of the eight failed in 40 hrs, now replaced all with steel ones (rod
ends crushed into the alloy tubes) and yes they were rubbing on the push rod
outer tubes . 3/. oil leaked out like a sieve every were since new, can never
seem to get one to take up from out the back of the engine, 4/. constantly
lapping valves particularly the exhaust valves, 20 hours ago had the heads
professionally ground and re seated and just recently 3 exh. valves started
leaking again and had to re lap (about 2 hours ago). and feels like i am
adjusting tappets every 5 hours. temp figures:- CHT's on average in climb approx
180-190 degs C.,  140-150 deg C in cruise 90-100 on descent.EGT's around 680-720
deg C, in climb and about 600 deg C. in cruise.Oil Temp about 60-70 deg C,
pending on day tem
 p.So the engine does run pretty cool and I am running only
on 98 unleaded fuel, no ethanol. (cant afford AV gas over here or justify it.The
engine now has 130 hours on it (with 500 hundred hours spent working on it!)And
as I said earlier when its going properly it does perform very well, but the
quality of manufacture does let it down! Or mine must have just been a Friday
build.




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KR> Corvair EGT

[Mark Langford]

Bob Sauer wrote:

 > What EGT readings are a good range for the 2700 Corvair engine?

I'm not sure that there is a good range.  It all depends on thermocouple 
location, how lean you can make it run, etc.  My thermocouples are 4" 
below the flange (my engine has flanges rather than the pressed in 
tubes), and I've seen it close to 1500F.  Leaned way back it drops 
considerably, along with CHTs.  About all you can say about the EGT 
gauge is that it's a good way to lean your engine out for cruise, but 
not as good as an air/fuel meter.  Some planes don't even have markings 
on the EGT gauge.  It's all relative...

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Corvair EGT

[Bob Sauer]

What EGT readings are a good range for the 2700 Corvair engine? 

Bob Sauer
Sun City West, AZ
N811RJ  KR2S

KR> Prince prop

[laser147 at juno.com]

> "The attached picture shows my KR at 14K with its GP 2180, also with a
54 x 54 prop."

This is one reason I'm selling my plane . . . losing my mind.  My current
prop, the one on the plane at the time I took the picture, is a Sterba 52
x 56.  I DO have a 54 x 54 however.  Prince, as new, still in the box
Lonnie shipped it in.  Gorgeous black prop.  I've got over $1500 in it. 
It's drilled for the standard VW mount.  Offers please:  (619) 449-5145
or email at Laser147 at Juno.com.

Mike
KSEE


High School Yearbooks
View Class Yearbooks Online Free. Reminisce & Buy a Reprint Today!
http://thirdpartyoffers.juno.com/TGL3141/559996743ea9c1674143fst04vuc

KR> 2700 CC Corvair

[laser147 at juno.com]

> "This engine had my KR2 at 14,000 feet GPS altitude . . . "

I would love to have the smoothness and power of a Corvair.  This
ready-to-go powerplant of Dan's is about as good as it gets.  

The attached picture shows my KR at 14K with its GP 2180, also with a 54
x 54 prop.  Above 8K altitude I'm always at WOT and 3100-3150 RPM.  I
have O2 and the plane loves going high.  It's currently on Barnstormers
and I'm open to offers.

Mike
KSEE

Old School Yearbook Pics
View Class Yearbooks Online Free. Search by School & Year. Look Now!
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KR> Revmaster R2300

[robert gill]

Hi all, I Thought I would put my two cents in about the Revmaster R2300 as I 
have one of these in my kr2, When I'm not working on it trying to figure out 
the bugs, when its running right it is a great engine, after about 18 months of 
playing with it I am now getting 140 kts cruise and 1200 fpm climb at gross , 
so that i think is pretty respectable, and can now not stress to much on it 
performing properly. But the problems I have had with the engine at times I've 
been ready to burn the plane! thinking I would never get this thing right. A 
few times in the early hours of it flying it I had to do emergency 180 turn 
backs on climb out as the engine was not going to make the full circuit, with 
CHT's going through the roof at 300 deg C+. (screen only only goes to 300 got 
there in about 10 sec from take off, and EGT's 950 deg C+. (last flight when 
the heads finally cooked). a list of the faults I had with it are. 1/ ign. 
timing set at approx 40 deg btdc,  which cooked the heads within 10 hrs from 
new (timing was factory set!) with a timing light shown it was correct at the 
prop flange, but found it a with dial ind. on piston #1 while stripping the 
engine down. 2/ aluminium push rods 6 out of the eight failed in 40 hrs, now 
replaced all with steel ones (rod ends crushed into the alloy tubes) and yes 
they were rubbing on the push rod outer tubes . 3/. oil leaked out like a sieve 
every were since new, can never seem to get one to take up from out the back of 
the engine, 4/. constantly lapping valves particularly the exhaust valves, 20 
hours ago had the heads professionally ground and re seated and just recently 3 
exh. valves started leaking again and had to re lap (about 2 hours ago). and 
feels like i am adjusting tappets every 5 hours. temp figures:- CHT's on 
average in climb approx 180-190 degs C.,  140-150 deg C in cruise 90-100 on 
descent.EGT's around 680-720 deg C, in climb and about 600 deg C. in cruise.Oil 
Temp about 60-70 deg C, pending on day temp.So the engine does run pretty cool 
and I am running only on 98 unleaded fuel, no ethanol. (cant afford AV gas over 
here or justify it.The engine now has 130 hours on it (with 500 hundred hours 
spent working on it!)And as I said earlier when its going properly it does 
perform very well, but the quality of manufacture does let it down! Or mine 
must have just been a Friday build.