Hypothetical vw aero engine build

[flyguyeddy]

Ok heres my idea

2.1l engine

Oxyboxer 2.1 lower end
Mahle pistons/cylinders
Single port heads
Aircraft hub on flywheel side

Would the singles flow enough to make power all the way to around 3500 rpm?

[flyguyeddy]

I realize this is pretty vague, im just trying to see if the heads i already have will work for it.

[Ol'fogasaurus]

While working in aircraft design under FAA rules I did work for/with some engineers that were doing home builds under EAA rules at the same time but this was quite a few years ago. As I remember, there is a lot of upgrades that are required under EAA for mods to an engine the needs to be researched as I don't remember them being necessarily straight forward conversions. Safety was the main reason for them. I did a quick search and couldn't quickly find the rules but they are out there as I have looked them up before.

Depending on how you word the search you are going to get different answers as I tried several wordings and got some of the same and some different URLs. For a start maybe this 26 minute video will help get you started (I didn't watch the whole thing): https://www.youtube.com/watch?v=rCNnEgRkdXc I did find the mention of Type IV engines if that is worth anything. There are quite a few URLs for auto engine conversions.

Lee

[flyguyeddy]

He seems to spend an in redibly long time talking about his radiator, a topic of which i do not care. I also did not watch it all the way through

[Ol'fogasaurus]

Sorry, I was hoping there would be more. I seem to remember the are requirements for redundant ignition systems and other things. I think I ran into an aero ACVW engine forum but didn't dig into it too far as it was more of a question and answer forum.

I found a video on building a 914/type 4 ACVW for aircraft but can't figure how to paste the URL here. There are several videos involved.

The search I used was: ACVW aircraft conversion

Lee

[Ol'fogasaurus]

https://www.youtube.com/watch?v=ibHyMi_Idsw

https://www.youtube.com/watch?v=ibHyMi_ ... e_KY2t09wH

This is 11 videos so it may be all of it. The first one is just part two.

[RHough]

Single port heads and about 70-80 HP for a reliable aircraft conversion (if Bob Hoover did his homework right). Limiting factor is cylinder head fin area IIRC.

[karmarepair]

That case is quite a bit heavier than a magnesium Type I/II/III case.

A flywheel drive is the ONLY way to work with a Type IV crank - there is NO viable hub for the other end.

You'll have to make your own engine mounts, as no available mount with fit that drive and that case.

Some People with real flying time behind a VW engine PREFER single port heads due to their lack of cracks between ports. Bill Fisher's book, now quite dated, "How to Hot Rod Volkswagen Engines" has some porting suggestions that might be worthwhile if you're running a big displacement engine.

The commenter about dual ignition is, um, not in the same understanding as I am. It's Experimental aviation, single ignition is enough. Me, I like Pertronix running out of the distributor hole.

read every bit of http://bobhooversblog.blogspot.com/ although he NEVER ran Type IV anything.

[Ol'fogasaurus]

That case is quite a bit heavier than a magnesium Type I/II/III case.

A flywheel drive is the ONLY way to work with a Type IV crank - there is NO viable hub for the other end.

You'll have to make your own engine mounts, as no available mount with fit that drive and that case.

Some People with real flying time behind a VW engine PREFER single port heads due to their lack of cracks between ports. Bill Fisher's book, now quite dated, "How to Hot Rod Volkswagen Engines" has some porting suggestions that might be worthwhile if you're running a big displacement engine.

The commenter about dual ignition is, um, not in the same understanding as I am. It's Experimental aviation, single ignition is enough. Me, I like Pertronix running out of the distributor hole.

read every bit of http://bobhooversblog.blogspot.com/ although he NEVER ran Type IV anything.

As I said, I worked as a draftsman for a couple of engineers building airplanes at home. I worked under FAA rules but the EAA rules allow different things most of which were at a different level (lower) than FAA (passenger safety for example). I did a search years ago to see what the rules were and for aircraft ACVW engines the dual (redundant) ignitions were required.

https://www.avcom.co.za/phpBB3/viewtopic.php?t=184396

Page down to the "ugly duckling" post: he says a dual ignition is a good idea but at the time I was curious about it (I get airsick/motion side [which is a family trait] very fast so no airplanes for me) the EAA, as I remember had this requirement for converted auto engines and, I thought, for all petrol aero engines. My time for this was probably in the early to mid-70's so things could have changed.

Lee