Project: Q+2   -  
            Listing for Category : engine
    (Please mouse-over any icon to get a description of that function).


  
Builder Name:Michael Dunning   -  
Project:   Quickie - Q2   -   VIEW REPORTS
Total Hours:72.1
Total Flight Time:
Total Expense:$10272.78
Start/Last Date:Feb 21, 2015 - No Finish Date
Engine:Revmaster R2100-D S/N A-2605
Propeller:Cowley 56x45
Panel:Westach
 
Friendly URL: https://eaabuilderslog.org?s=Q+2

Home or Last Project Picture

Jul 27, 2023     R-2100 Dyno Sheet - (0.1 hour)       Category: Engine
!!! - Specs circa April 2004, so cam and compression ratio do *not* match the QAC as-delivered engines - !!!

Found on archive.org:

https://web.archive.org/web/20030422080238/http://www.revmasteraviation.com:80/products/r2100_engine/r_2100_curve_spec_sheet.htm

==========================
R-2100 SPECIFICATIONS

Model R-2100, aircraft engine, wet sump
Dry Weight - 165 lbs
Bore: 92mm
Stroke: 78mm
Compression Ratio: 8:1
Camshaft lift @ valve: .394, Duration 274 degrees
Ignition: Dual CDI, Advance 25 degrees max
Spark Plugs: Bosch platinum 14mm (8)
Carburetion: Single RevFlow 34mm
Fuel: 100LL
Oil: 20/50
Exhaust: four into one
BSFC: .49 lbs/hp hour


 
Mar 06, 2023     Case Half Pin - (2.1 hours)       Category: Engine
Installed missing case half alignment pin. The pin was a tight fit so I placed the 8 mm x 25 mm steel pin in the deep freezer for 48 hours and then used a heat gun to bring the pin bore in the engine case up to ~250*F. I then immediately placed the pin in to the engine case. After tapping it gently with a ball peen hammer, there was still roughly 2/3 of the pin protruding out. I used a black sharpie and transferred the stick out dimension of the stock case pin on to the new one. I settled on an angle grinder to cut down to the marked dimension and then used files to remove the burrs and add a slight taper (as seen on the stock pin). I finished up by wrapping the pin with 220 grit sandpaper and sanding everything smooth.


 
Feb 23, 2023     Case Half Pin - (0.3 hour)       Category: Engine
Polished and measured new case half pin and checked initial fitment against existing pin.


 
Dec 05, 2022     Case Prep - (0.3 hour)       Category: Engine
Used a variety of files and the Dremel to round over the edges of the pocket underneath the oil cooler pad between the #3 and #4 cylinders.


 
Nov 21, 2022     Case Prep - (0.1 hour)       Category: Engine
Given that cylinder #3 is "deep studded" and at the highest risk for cracking, I decided the Revmaster engine tag had to come off to allow the case top to be rounded. I used a heat gun at 800*F and a putty knife.


 
Nov 18, 2022     Case Prep - (0.5 hour)       Category: Engine
Used a 1/4 inch (~6mm) on the Dremel to blend out the step in the oil gallery plug. Rounded over corner at top of case.


 
Nov 17, 2022     Case Prep - (2.0 hours)       Category: Engine
Finished cleaning the left hand case parting surface. Began dressing the oil port to cylinder cracking location per the Steve Bennett EAA webinar.


 
Nov 16, 2022     Case Prep - (0.2 hour)       Category: Engine
Did more work cleaning the case halves.

I also did an inspection of the case half dowel pins based on the Steve Bennett EAA webinar. There should be a pair of dowel pins in opposite corners of the case that are used to align the case when it is machined. Turns out mine is missing one of them!


 
Nov 15, 2022     Case Prep - (0.3 hour) Category: Engine
Cleaned up more of the case half parting line.
 
Nov 14, 2022     Case Prep - (0.2 hour)       Category: Engine
One more corner clean...


 
Nov 13, 2022     Case Prep - (1.2 hours)       Category: Engine
Used pot scrubbers to finish removing all of the remaining sealant from the right side of the case. I began work on the left side of the case and found almost no silicone sealant attached. It looks like almost all of it was attached to the right side of the case. The difficulty on this side will be negotiating the scrubber around all of the protruding studs.


 
Nov 12, 2022     Case Prep - (0.7 hour)       Category: Engine
Tried using a utility knife blade as a scraper and had the same issues as the Xacto knife. Tried the Scotch-Brite kitchen scrubber suggestion and it worked the best out of all the methods I've tried so far. The combination of mechanical scrubbing and acetone seems to work well at removing the silicone on my case and the thin black layer of corrosion(?) that appears under it.

You can compare the finished and unfinished portions in the photos. This was a brand new scrubber when I started.


 
Nov 11, 2022     Case Prep - (0.3 hour)       Category: Engine
Smoothed out final casting flash from right case top and experimented with scraping off gasket material using an Xacto #11. This worked okay but was both tricky and higher risk than I like. The blade got caught up on every bit of metal out at the edges and is definitely sharp enough to gouge the parting surface easily.

Tomorrow I will try the utility knife blade scraper suggestion. Of that doesn't work I will go back to using my stash of old credit cards at scrapers.


 
Nov 10, 2022     Case Prep - (0.3 hour)       Category: Engine
Rounded over the top corners on the right side of the case per Steve Bennett's EAA webinar.


 
Nov 08, 2022     Case Prep - (0.2 hour) Category: Engine
Found a brush and applied mineral spirits as a sealant on all the fresh magnesium surfaces exposed during paint stripping yesterday.
 
Nov 07, 2022     Case Prep - (1.0 hour)       Category: Engine
Bought a can of aircraft paint stripper based on some forum recommendations, since the acetone didn't work. In a twist shocking to no one, the moral of this $25 can from Advanced Auto Parts is to buy all your automotive fluids from Walmart or, better yet, Rural King.
https://www.thesamba.com/vw/forum/viewtopic.php?t=608000

Within minutes, the paint boiled up enough to slide right off the "curiously filed down" location where the stock VW engine case part numbers go... This was followed by a spray down with brake cleaner, followed by a hot water rinse, followed by a blow dry from a shop vac, and finally a wipe down with mineral spirits to seal the surface again.

I just did a small patch for testing. For the rest of the engine, I will definitely be going *outside* to ensure adequate ventilation and safety from overspray.


 
Nov 06, 2022     Case Prep - (0.5 hour)       Category: Engine
Decided to see if sanding the paint off would be faster than the multiple acetone baths. It isn't.

However, the right side transmission flange of my case in particular looked like the surface of the Moon, far worse than what's shown in the second photo. So I kept on sanding with my 220 grit and broke out the file until the lumps were mostly gone, then wiped the freshly exposed surface down with mineral spirits.


 
Nov 05, 2022     Case Prep - (0.2 hour) Category: Engine
Both normal and low odor paint thinner "made with mineral spirits" did not remove the case paint either.
 
Nov 04, 2022     Case Prep - (0.2 hour) Category: Engine
Cleaning the case parting line with acetone did NOT remove the existing case sealant.

The acetone DID remove the paint on the exterior of the case...eventually. Wiping it on with a shop towel didn't work. After direct (read: poured on) applications and scrubbing with a nylon brush the paint did come off...slowly.
 
Nov 03, 2022     Case Prep - (0.2 hour) Category: Engine
Began scraping the old gasket material off the case halves mating surfaces with an old gift card. Will definitely be researching a faster method...

https://www.thesamba.com/vw/forum/archive/index.php/o-t--t-174439--.html
 
Nov 01, 2022     HVX MODS: Pulling the Plug - (0.1 hour)       Category: Engine
Installed new Earl's Performance 1/8 inch NPT plugs that arrived today. These are shown tightened one turn past finger tight, which they handled without issue.

This marks the final completion of the HVX MOD to remove all the engine case oil gallery plugs and replace them with NPT pipe plugs to facilitate 100% case cleaning and swarf removal.


 
Oct 30, 2022     HVX MODS: Pulling the Plug - (1.0 hour)       Category: Engine
Finished drilling and tapping the remaining NPT plugs in the left side of the case. The 1/8 inch NPT plug next to the oil pressure sender port rounded out after tightening a half turn beyond finger tight. Luckily there was enough of the plug still exposed to wrench it back out. I'll be ordering genuine Earl's plugs as replacements per Bob Hoover's recommendations - this set came from eBay and seemed soft.

Note: The eBay image is just for reference of price and part number and not intended as a recommendation of any particular vendor/supplier.


 
Oct 28, 2022     HVX MODS: Pulling the Plug - (0.4 hour)       Category: Engine
Drilled and tapped my first oil gallery plug. This is the 5mm plug that was pulled to extend the oil gallery. A 4.5 mm wrench fit the tap perfectly so I used a combination of that and a lot of patience...

Some notes:
1) The oil gallery itself almost perfectly fit a 15/64 inch twist bit and not a 1/4 inch. This coincidentally matches in an "A size" bit.
2) A 1/16 NPT tap calls for a pilot hole made by a "D size" bit. I only had 1/4 inch available and decided to use that to a depth of roughly half the pipe plug length.YMMV.
3) An NPT fitting calls for between 1 and 2 turns past finger tight upon installation to seal (in conjunction with some type of thread stealant, my preference being Teflon paste). This plug ended up just about as deep as I wanted to see and has about 1.5 threads still showing at finger tight.


 
Oct 15, 2022     HVX MODS: Pulling the Plug - (1.0 hour)       Category: Engine
Removed the four remaining oil gallery plugs from the left side of the engine case using slide hammer.


 
Oct 01, 2022     HVX MODS: Pulling the Plug - (0.5 hour)       Category: Engine
I previously broke a 1/4 inch (6mm) hex bit trying to remove the oil cooler block off plugs. This time I heated up the area with a heat gun before attempting removal. I used the highest heat setting for 60 seconds, knowing that red loctite releases at ~500*F and magnesium self-ignites at ~850*F. After heating the area and waiting, the plugs turned right out.

Despite ZERO references in the maintenance manual, it appears my engine was assembled using red loctite throughout.


 
Jul 13, 2022     HVX MODS: Pulling the Plug - (0.5 hour)       Category: Engine
Ordered the NPT plugs needed to finish the case. Reviewing the sizes given in the blog and my (partially NPT plugged) case, I need the following to complete the job:

3x 6mm plug = 1/16 NPT
2x 8mm plug = 1/8 NPT
0x 10mm plug = 1/4 NPT
0x 12mm plug = 3/8 NPT

https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html


 
Jul 03, 2022     HVX MODS: Oil Temperature - (1.0 hour)       Category: Engine
Drilled, reamed, and tapped the 1/2 NPT hole for the oil temperature sensor adapter. Unfortunately, R.S.Hoover doesn't give instructions on how deep to run the reamer or the tap, so I only opened up to the begining of the oil pump feed hole with the drill bit then switched to the tapered reamer. I went 720 degrees at a time then reversed and vacuumed out the chips. I kept going until I had a cut fresh metal for the full taper which ended up being almost to the end of the oil pump feed hole. I decided to keep going three more turns and have the 45 degree taper at the end of the reamer help the oil "turn the corner" into the oil pump feed hole. I then switched to the 1/2 NPT tap and repeated the procedure going 1/2 turn at a time until I had four threads showing. This ended up being just shy of the oil pump feed hole. I will wait to add any more until after the 1/2 NPT plug arrives so I can check how deep it seats.

Below excerpt from https://bobhooversblog.blogspot.com/2006/12/vw-pulling-plug.html

- - - - - - - - - - - - - - - - -
** - Volkswagen provided oil temperature and oil pressure gauges on some of their industrial engines. The oil temperature sensor was placed at the inlet to the oil pump. Early model crankcases had a threaded hole (M16x1.5) at that location. To install the sensor the threaded plug was replaced by the matching VDO temperature sensor.

On later model cases the hole is no longer threaded and is sealed by a Welch plug about 19mm in diameter . To install the temperature sensor, pull the plug and thread the hole to accept a suitable adapter. Be sure the temperature sensor extends far enough to be constantly bathed by the oil being drawn from the sump but not so far as to obstruct the flow.

On most late model crankcases, a half-inch NPT hex-head plug, drilled and tapped to accept the temperature sensor, makes a suitable adapter.
- - - - - - - - - - - - - - - - - - - - - - - - - - -

Specific instructions at https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html


I settled on an AEM 30-2012 sensor vs the GM CLT sensor. Double the cost but the AEM offers a bespoke data sheet with calibration curve data, higher measuring range (200*C vs. 150*C) and is both smaller and lighter being 1/8 NPT instead of the GM's 3/8 NPT.

http://www.aemelectronics.com/files/instructions/30-2012%20Sensor%20Data.pdf


 
Jul 02, 2022     HVX MODS: Oil Temperature - (0.1 hour)       Category: Engine
Pulled the 18mm plug that will get drilled, reamed, and tapped for the 1/2" NPT fitting for the oil temperature sensor.

https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html


 
Jul 02, 2022     HVX MODS: New Oil Passage - (1.2 hours)       Category: Engine
Finished drilling the #3 cam bearing to connect it with the #2 cam bearing oil gallery. The first Hoover Mod on my engine is done: After years of research (procrastination), two weeks of ordering parts, and two hours of cautious work (since I only had cordless drill and an engine propped up on 2x4s). In honor of Mr. R.S.Hoover, I can now officially designate this engine as DHVX-001: Dunning-Hoover-Volkswagen-Experimental, Serial Number One.

After drilling the 1/8" pilot hole yesterday, I started by checking the depth of the cavity in the case at the end of the drilling. This is the cavity you can drill through if there isn't enough material in the case, basically scrapping the engine case. This appeared to check fine.

Next, I put the drill in the oil gallery and sighted down my micrometer to draw a "do not exceed" silver sharpie mark on my drill bit. Set my cordless drill to 1,800 RPM and began drilling, making lots of stops to vacuum out the chips. There was definitely a surge as the bit finally breached the 1/8" pilot hole.

I opted to updrill my #3 cam bearing pilot hole from 1/8" to 3/16" since that was the next size up in my drill guide. This time, I placed the aircraft drill into the oil galley and used the micrometer as a depth gauge to determine how deep I had to drill to reach the extended oil gallery. Then added a "do not exceed" blue sharpie mark to my 3/16" and 7/32" drill bits.

One thing to note, I put the aircraft drill into the oil gallery and pushed it all the way in. This was to prevent me from drilling down too deeply into the case. This will definitely ruin your drill bits if you push too hard at the bottom...but drill bits are much cheaper than engine cases!

The updrilling went quickly with four stops to vacuum out chips. I took very light pecks once I contacted the aircraft drill serving as a depth stop. I then removed the aircraft drill turned drill stop and carefully drilled to the bottom of the extended oil gallery by hand. Then repeated the whole procedure with a 7/32" drill. I had to do this freehand since there was no matching size in my drill block but it went okay.

Checking with a bright light I was happy to see both holes lined up perfectly despite my rudimentary tools. This procedure definitely made lots of chips so I can understand why Bob was adamant about pulling all the oil gallery plugs to facilitate cleaning the case!

https://bobhooversblog.blogspot.com/2007/06/hvx-mods-again.html

https://bobhooversblog.blogspot.com/2007/05/hvx-mods.html


 
May 14, 2022     Valve Measurements for "75 HP" Revmaster Heads - (0.1 hour)       Category: Engine
I used my new benchtop head tool to remove the valve keepers and springs to finally get an accurate measurement of the intake (40mm) and exhaust valves (33mm).


 
May 13, 2022     HVX MODS: Overview - (0.1 hour)       Category: Engine
I began investigation of the first of the complete list of HVX Mods (Hoover Mods) I intend to implement on my engine. The camshaft bearing shown at the bottom of this picture will be drilled out to match the bearing in the middle for reasons given on Bob Hoover's blog.

Note that this link is just one of several articles he has written about the subject. In later articles he also details relocation of the oil temperature sensor, adding valve stem seals, and installing a pre-oiler, among other general "blueprinting" and engine assembly tips.

https://bobhooversblog.blogspot.com/2007/05/hvx-mods.html

https://bobhooversblog.blogspot.com/2007/06/hvx-mods-again.html

Here's a video of the camshaft procedure and a few of the others. It features a great cutaway engine to help explain things:

https://youtu.be/ubwhsLNM1wU


 
Apr 19, 2022     Revmaster Spark Plug Weights - (0.3 hour)       Category: Engine
As delivered the Revmaster used Champion REL38B spark plugs in an up-drilled stock location and an additional, specially machined lower set. Clearly some experimental error occurred since the total vs. summed readings are off by 0.2 grams. I think <0.03% error is more than acceptable.

Lower set: 380.2g
Upper set: 380.7g
Total: 761.1g


 
Apr 10, 2022     New Cylinder Weights - (0.5 hour)       Category: Engine
Opted to install "thick wall" cylinders rather than reuse the originals from Revmaster. These are often sold for VW buses to "increase cooling" due to the thicker wall. Thermodynamics will tell you, however, that once any material has reached steady-state the thickness does nothing to improve cooling. In fact, the thicker wall reduces the height of the cooling fins compared to a stock cylinder. What the thicker wall will do is to help prevent the cylinder from going oval as it keeps up under continuous load. This particular phenomenon is mentioned in the VW red book, although I have not seen it brought up anywhere in the aero-VW world.


 
Apr 04, 2022     Engine Parts #1 - (0.5 hour)       Category: Engine


 
Mar 14, 2022     Engine Inspection - (1.8 hours)       Category: Engine
In order to check for oversize bearings, I performed rough measurements of the crankshaft main and rod journals along with connecting rod bearing ID and OD.

Crankshaft main bearing #1 journal diameter: 2.1645 in (54.9783 mm)
Crankshaft main bearing #2 journal diameter: 2.164 in (54.9656 mm)
Crankshaft main bearing #2 OD: 2.5605 in (65.0367 mm)

Crankshaft rod journal #2 diameter: 2.164 in (54.9656 mm)

Connecting rod #2 bearing OD: 2.2595 in (57.3913 mm)
Connecting rod #2 big end ID: 2.2775 in (57.8485 mm) at 2 o'clock and 2.2765 in (57.8231 mm) at 5 o'clock

From these measurements, it appears I have standard size main and connecting rod bearings. Of note, the Revmaster looks to have the stock Volkswagen flywheel (thrust) bearing placed where the stock #3 main bearing goes and a second #2 main bearing in it's place.


 
Mar 09, 2022     Camshaft Research - (0.5 hour)       Category: Engine


 
Mar 06, 2022     Piston Pin Height - (0.5 hour)       Category: Engine
I measured the piston pin/compression height using the procedure in this video ( https://youtu.be/2pEPTIX8qPE ). The scribbled out numbers are before I remembered to clean the crud off the piston top.

Dirty: (45.66 + 23.90)/2 = 34.78 mm
Clean: (45.54 + 23.56)/2 = 34.55 mm

Now I can order the proper barrel shims to set my compression ratio.


 
Feb 28, 2022     Camshaft Lift - (.5 hour)       Category: Engine
With the crankcase split apart, I could make a direct measurement of the intake and exhaust lift of the camshaft. I mounted the dial indicator in a step bore for the through case bolt underneath the flywheel and used the washers and nut from that bolt to hold everything securely. I took both measurements while holding slight pressure towards the flywheel to make sure the camshaft was seated against the thrust bearing and did a few rotations to make sure that both the zero point on the heel and the max lift measurements were consistent. It turns out this is in fact a split cam with different lifts for both intake and exhaust.

Intake lift @cam: 0.303 in
Exhaust lift @cam: 0.2875 in

While I haven't checked the duration, the lifts in Bill Fisher's book and the part number stamp corroborate that this is a stock cam (https://eaabuilderslog.org/?blprojentry&proj=7rri10ikZ&e=7txGgs2sj ).


 
Feb 24, 2022     Engine Inspection - (1.0 hour)       Category: Engine
1) Removed cam and inspected all eight lifter boards. Removed pieces of case sealant found in the pushrod cups of two lifters. There is an interesting circular wear pattern on both lifters nearest the prop bearing. All the others show and evenly worn face. Since this pattern appears in both lifters and not just one, I suspect the issue is in the cam lobe and not the valve spring pressure in one particular cylinder.

2) Confirmed that the camshaft uses only one thrust bearing. Modern builds use two, giving the cam a full thrust face to bear against. There were no manufacturer markings found on the end of the cam or a size stamped on the cam gear. The back of the cam has "C21" or possibly "C27" stamped on it. Confirmed that all cam bearings are standard size by virtue of the "STD" stamped on the back of all the bearing shells.

3) Removed the flywheel case seal. The seal has three different markings: "70 x 90 x 10" , "Elring" , and "15". A piece of case sealant was found in the back of the seal.

4) The aftermarket Japanese J311 connecting rods have the tang on the upper side like the stock rods, so these will need to be reinstalled facing up when the time comes.

5) The crankshaft cross-drilling plugs were inspected. Normally these are removable cap screws to facilitate cleaning out the oil passages in the crankshaft. This one appears to have pressed in aluminum plugs.


 
Feb 22, 2022     Fuel Availability - (.1 hour)       Category: Engine
Stopped by the local gas station to confirm what grade of Ethanol-free gas is available. The choice to use auto gas and at what octane drives the allowable compression ratio when building the engine.


 
Feb 21, 2022     Splitting the Crankcase - (1.2 hours)       Category: Engine
With the help of my father-in-law and some 2x4s, the Revmaster case was finally split today. There was NO corrosion evident on the crankshaft, cam, lifters, or anything else within the case. This was surprisingly good news; although this engine was always stored indoors it was never properly bagged with desiccant plugs installed. Given the proprietary Revmaster crankshaft and fourth nose bearing, the undesirable single relief case, and the fact that the heads already need replacement for known cracking issues, any rusted parts would have placed this engine beyond economical repair.

SK crankshaft bearings are installed showing very little wear. Interestingly, case sealant was applied to only half of the Revmaster prop hub bearing (the side showing in the picture) and not the other.

Camshaft info:
https://www.thesamba.com/vw/forum/viewtopic.php?t=447665
Rod info:
https://www.thesamba.com/vw/forum/viewtopic.php?t=499259


 
Feb 19, 2022     Removed Cylinder 3+4 Head Stays - (.4 hour)       Category: Engine
Used the double nut method and removed the eight head stays on the left hand side of the case.


 
Feb 15, 2022     Removed Cylinder 1+2 Head Stays - (0.3 hour)       Category: Engine
Used the double nut method and removed the eight head stays on the right hand side of the case.


 
Feb 13, 2022     Piston 3+4 Removal - (.5 hour)       Category: Engine
Removed the piston pin clips, piston pins, and pistons for cylinders three and four. Both piston pins were extremely tight and were not fully removed from the pistons.


 
Feb 11, 2022     Revmaster "75 HP" heads - (.1 hour)       Category: Engine
Took some photos of the 1985-issue "75 HP" Revmaster heads for posterity. Compare these to the cooling passages and fins shown on Mark Langford's website: http://www.n56ml.com/n891jf/vw/

Intake valve diameter: 40mm
Exhaust valve diameter: 32mm
The off-axis spark plugs are the Revmaster added secondaries. You can see the left half of the "EMPI" logo on the floor of the rocker box. There is a "75-2" stamped on the exhaust flange at photo right.


 
Feb 11, 2022     Engine Tools - (1 hour)       Category: Engine
A call for help to the local hot rodders yielded metaphorical pay dirt. My friend let me borrow a full set of micrometers and plastigauge to use during my rebuild. Probably saved me the cost of a set of replacement cylinders!


 
Feb 06, 2022     Piston 1+2 Removal - (.3 hour)       Category: Engine
Removed the piston pin clips, piston pins, and pistons for cylinders one and two. The piston rings measured 1.5mm X 2mm X 4mm.

The rubber bands are a VW trick to keep the rods from jamming in place against the case while working on the opposite side of the engine.


 
Feb 05, 2022     Engine Disassembly - (.5 hour)       Category: Engine
Removed cylinder head, push rod tubes, push rod tube seals, super cool tin, and cylinders on 1+2.

These pushrod tube seals were installed with the super tin around August 2001 and already show cracks and extensive crushing... This was expected and is merely being shown here to demonstrate why *any* engine needs to have hoses, gaskets, and sealants inspected and replaced as necessary (IRAN) every 8-10 years. The stock 1985 O-rings you see in earlier disassembly photos look even worse!


 
Feb 05, 2022     New Pushrods - (.2 hour)       Category: Engine
My Revmaster contains stock length 281mm chromoly steel push rods of the type commonly installed in "racing" VWs. They are designed for high valve spring pressures and high RPMs. While undoubtedly stronger, these weigh almost double what the stock ones do and make additional valve train noise (described as a "clatter") since the steel does not expand at the same rate as the stock aluminum.

I ordered a set of stock pushrods on eBay and the seller kindly included some extras after I mentioned wanting to make my own adjustable pushrod tool. Inspection revealed one unusable pushrod that had scrapped against the case, just like in Bill Fisher's book; nice to see it in person and actually know what I was looking at. I weighed the remaining 11 and discarded the outliers, which you can see in the graph. I'm more interested in maintaining a tight grouping than lowest possible weight and the lightest pushrod was almost a half gram lighter than any of the others.

So my "new" pushrods weigh 38.4+/-0.2g across the entire set - 306.9g total (10.83 oz). The stock steel set from Revmaster weighs 554.1g (19.55 oz) for an engine/airframe weight reduction of 247.2g (8.72 oz); so just over half a pound. This reduction is doubly valuable since it comes out of the valve train geometry in a part that moves 1,600 times a minute in cruise flight.

Next step is to roll them across my granite-tile-turned-surface-plate and check for straightness. Those that pass will get a run through the parts washer and cleanup with some bore brushes, ready for installation.

REFERENCES:
I use Steve Bennett's old weights webpage to corroborate everything I weigh on my engine (now archived) and he lists 20.8 ounces for a "Pushrod Set Steel 8 each":
https://web.archive.org/web/20190711153015/www.greatplainsas.com/weights.html. This is also a great place to go check before putting any components on a "diet".

ACN gives even more information in their parts description (note that 11.600" length should be 11.060"):
http://vwparts.aircooled.net/ACN-Heavy-Duty-Aluminum-Pushrods-Set-of-8-p/acnhdalpr.htm

"WEIGHT: For reference, in a 11.600" length, the weight of a stock pushrod is 39.1g, ACN HD Aluminum are 47.8g, ACN Dual Tapered HD Aluminum is 55.8g, Manton Chromoly Straight are 90.2g, and Manton DT Chromoly are 100.5g."


 
Dec 18, 2021     Stock Valve Lift - (.6 hour)       Category: Engine
I wanted to measure the as-delivered intake valve lift on my Revmaster to get some idea of what cam might be installed in my engine. I installed the rocker arm shaft and set the 0.006" valve lash on the intake valve of cylinder #1 per the Revmaster manual. I used the JBugs mounting trick from yesterday to get the dial indicator set up.

Maximum valve lift measured 0.347 inches at the valve. Adding the 0.006 inch valve lash gives ~0.353 inch total lift. Dividing by the 1:1.1 rocker arm ratio gives ~0.321 lift on the intake lobe of the cam.


 
Dec 16, 2021     Engine Disassembly - (1.6 hours)       Category: Engine
Finished removing all of the engine block accessories and cover plates. Pulled all of the spark plugs and noticed some strange gunk on the cylinder #2 lower plug. I also performed a magnet test after a hunch from reading a Bob Hoover blog post. This confirmed that my RevMastert has STEEL oil gallery plugs installed, which explains the corrosion near them.

https://bobhooversblog.blogspot.com/2006/12/vw-pulling-plug.html

https://bobhooversblog.blogspot.com/2007/05/av-pulling-plug-ii.html

https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html

My friend came over and help me lift the engine onto the engine stand and remove the shipping legs. The engine teardown can finally begin in earnest! Things suddenly look very "official" in the shop...

Before bed I just had to try out a random tip I stumbled upon in a JBUGS video today. Turns out the thread on the bottom of the Harbor Freight magnetic dial indicator mount is the same as the intake stud on the VW cylinder head. This makes for a great way to check the valve lifts, given that the VW case and heads are non-magnetic. Neat trick!

https://youtu.be/eTWXzYWieeg?t=212


 
Dec 15, 2021     Engine Stand - (.6 hour)       Category: Engine
Finished making the adapters for my Harbor Freight engine stand using the following supplies:

4x 3/8" fender washers
3x 3/8" washers
1x 3/8" nut
1x 3/8"*5" bolt
1x 100mm M10x1.5 bolt
1x 3/8"*3" black pipe nipple (cut in half)

The longest M10 bolt Home Depot had was 100 mm, which meant that the longest standoff I could use was 1.5 inches. Cutting the pipe nipple into two 1.375 inch halves with a hacksaw met all the requirements at lowest cost. I decided to add some washers between the pipe and the engine case to avoid the pipe wall crushing into the softer magnesium. This meant I had to take my cut off wheel and cut a flat off of two washers to clear the transmission bell housing flange. By happy accident this meant that the washers held themselves on during assembly. I followed the car specs and torqued the upper bolt to 18 ft pounds and the lower bolt to 22 ft pounds (Tom Wilson, pg. 167) rather than the 25 ft pound Accessory Cover spec given in the Revmaster and AeroVee manuals.

Looks like I successfully avoided buying a $58 stand specific to the VW (and waiting for shipping)!

https://youtu.be/6XYRjYUATv0

https://aapistons.com/products/bench-mount-engine-stand


 
Dec 14, 2021     Engine Stand - (.5 hour)       Category: Engine
Went to Home Depot to buy hardware for the engine stand adapter experiment. It looks like using a black iron pipe cut in half as a standoff to clear the transmission bellhousing flange will work. Will need a longer bolt for the upper mount.


 
Dec 11, 2021     Engine Stand Measurements - (.2 hour)       Category: Engine
Took some measurements to figure out an adapter to get the 3/4 side of the engine case onto my engine stand. The bottom stud hole takes an M10 bolt with 1.5mm thread pitch and needs to be at least 75mm long. The upper mounting hole is 10.8mm diameter, so a 3/8 bolt should work. There is room for a 0.065" wall tube (approx 1/16") to fit before hitting the 4mm tall transmission flange. A stack of washers would work but requires cutting all 6 into a "half-moon" shape to clear.

Recommend both bolts be in the 75-100 mm (3-4") length range.


 
Dec 10, 2021     Engine Disassembly - (2 hours)       Category: Engine
Finished drilling out the rounded-out socket head cap screw holding the flywheel to the crankshaft. Used a crowbar and gentle pressure to snap the head off. Then used chisels as alternating wedges to pull the flywheel off, since there are two dowel pins still in the crankshaft. The bolt appeared to have some remnants of red thread locker not mentioned in the manual.


 


NOTE: This information is strictly used for the EAA Builders Log project within the EAA organization.     -     Policy     -     © Copyright 2024 Brevard Web Pro, Inc.