There are fins around the combustion chamber, but they are hidden by these shrouds.
I'd never seen this before either, and immediately wondered how the guide was supposed to get support from the head, and more importantly, how was it supposed to dissipate heat with nothing but an air gap between the guide and the aluminum??
KP4/00, 4/01, 4/02, 4/03. I removed the TRW valves that came in the DRD heads and replaced them with these, given that I have had a TRW valve "lose it's head" and destroy an engine in flight, so I'm kind of funny that way.
KP4/00, 4/01, 4/02, 4/03, 4/05.
Same bore and stroke as O-127. Cooling was simply not a matter of concern to this manufacturer.
And the casting quality looked pretty flaky as well, almost incomplete in places where fins should have been. So what's even holding this thing in place?
Applications: (UK) Taylor (John) Monoplane.
As you can see, they were quite deformed, and there were even chunks of stainless sprinkled around the keeper area (captured by the keepers until now).
Above is an 041 Brazilian VW "factory" head, which I put on my 2110cc Karmann Ghia back in 1980 (I don't throw anything away). 4cyl; Great Plains 2180cc Liquid Cooled Direct Drive; 100hp@3400rpm (TO); 2005-present; Wt = 180#.
4cyl; Great Plains 2180cc Geared Drive; 103hp@4200rpm (TO); 1999-present; Wt = 191#.
Please contact us before ordering this engine to discuss your exact requirements, Aluminum Super Duty cut to length push rods, Copyright © 2020 ACE Performance Engines LLC. So I flew with the DRD heads for 49.5 hours, adjusting the valves three times during those 50 hours...once at installation, again after flying for a half hour after installation, again 4 hours later, 28 hours later (Great Plains recommends every 25 hours), and then 14 hours later.
So I called Joe Horvath at Revmaster and asked how his heads hold up with the large valves, and he said "they don't crack, not a problem...these are our own castings, and they are plenty thick enough to keep that from happening".
4cyl; Great Plains 2180cc Liquid Cooled Geared Drive; 120hp@4200rpm (TO); 2005-present; Wt = 191#.
The cooling passages are not stellar, but it's not a very good picture (it's difficult to see what's aluminum, and what's the background passage), and doesn't cover the entire head.
This picture was lightened to show the cracks better, not because it was running super lean. CHTs were looking fine at this point, but I had a break in my exhaust system that required a rebuild of the headers, and while spinning the prop with no exhaust installed, I could hear that the exhaust valves were not sealing well on three of the cylinders.
Here you can see how far those cracks extended, which is a bit sobering when you consider what could happen if a chunk of this broke off and got in the chamber. Sure enough...I didn't notice either, even though I had disassembled the heads after I received them and lapped and checked the valves for proper sealing. It's as if the valves had been running very hot, lost their temper, and had deformed.
New 2276cc turn key engine. I immediately went to the source everybody swears by, Revmaster, and ordered a pair of their RM-049 heads from the automotive side, rather than from the aircraft side, because I'm skeptical of the second set of plug wires coming through the valve covers.
It's touted as having significantly more fin area than a stock VW head, and it does (on the "bottom" side), but again, it's lacking air passages to take advantage of those fins, worse than the 044.
4cyl; Great Plains 2180cc Direct, Rear Drive; 75hp@3400rpm, 80@3600 (TO); 1998-present; Wt = 180#. This upgrade requires our exclusive Force One prop hub and crankshaft set up made by Great Plains Aircraft. I started wondering if the guides had been running super hot for some reason.
OK, so it's time for new heads...AGAIN!
"Nope...that's not kosher!"
I'd never seen this before either, and immediately wondered how the guide was supposed to get support from the head, and more importantly, how was it supposed to dissipate heat with nothing but an air gap between the guide and the aluminum?? I taped over it with aluminum tape on both sides to close up this leak (and yes, I had to pry it back out to do that). It took about a nanosecond to tie this with the cracked guide issue...they are directly related.
Applications: (US) CIRCA Reproductions (7/8-scale Nieuport 11, 12, 17); Evans VP-1 Volksplane; Pober Pixie; Preceptor Ultra Pup; Viking Cygnet SF-2A. OL-133 - - {3.622 / 3.228 / 133.1} / {92 / 82 / 2180}. I'd seen this before as a VW mechanic, and always junked them in response. If the air can't get through a passage, it has no incentive to go between the fins...no way out, really, so the pressure builds in the intake plenum and cooling air that was intended for the heads spills right back out the inlet and around the sides of the cowling. 4cyl; Great Plains 2400cc; 78hp@3400rpm, 85@3600 (TO); 1982-present; Wt = 188#. VW Type 1; Carbureted engine with options for single or dual ignition. 2017 Update...50 hours on DRD heads The above weights are for engines that include the Diehl Accessory Case package, intake manifold, Slick ignition system and oil cooler.
If you do this, find a similar thickness washer to completely fill the 14mm opening.
I bought them because they were drilled for dual plugs, and I paid way too much for them. Skip to content +1 (424) 378-1219 stef@ace-engines.com Same bore as O-63, O-112, O-127. VW Type 1; Carbureted engine with options for single or dual ignition.
The NEW magnesium engine case is used in all of our kits.
VW Type 1; Carbureted engine with options for single or dual ignition, geared to options of 0.5, 0.625, 0.775 by Valley Engineering PSRU. Someone is welcome to send me a photo that clarifies the RM-049 air passages. The stud broke off flush with the case, and given that it was buried down in the cylinder fins, engine disassembly was required to fix it! One more comment I have on this, and I'll write lots more later...I put 1130 hours on my two Corvair engines in N56ML. CHT at cruise (under spark plug) - 350F to 375, CHT at cruise (under head stud) - 275F to 300F. VW Type 1; Carbureted engine with single ignition; plans are for either a cut or complete crankcase, but kits are for a complete crankcase only. These Chinese heads are marketed by several VW parts houses in the US now, and reports on the Samba (VW Bus) list indicate that they do indeed cool better. Same bore as O-63, O-67, O-92, O-133, OL-133. But by most accounts, the VW seems to have recurring valve and case problems, with valve jobs and head replacements commonplace in the VW world. So...beware of DRD heads!
I'm rebuilding the Corvair engine now, with a 4340 crank with generous journal fillets, and expect to start renovating N56ML later this summer, after I get the Swift back in the air again.
. These are on the Corvair. KP4/00, 4/01, 4/02, 4/03, 4/05. They employ magneto ignition systems and, depending on the model, produce 55 to 80 hp (41 to 60 kW) at 3600 rpm, with a compression ratio of 8.0:1.
O-112 - - {3.622 / 2.717 / 112.0} / {92 / 69 / 1835}.
Complete, plug and play ready to fit. This page was last edited on 8 May 2019, at 00:59.
Complete plug and play kit – ready to fit into your vehicle! An 1835 and 1915cc has a 69mm crankshaft, while the 2180 or 2276cc have an 82mm crankshaft. Welcome to Great Plains Aviation Supply LLC, Front Drive (Direct Drive) Specs Front Drive (Direct Drive) Great Plains engines (when driven off the pulley end) are for use with wooden propellers only.
That's all I can think of...they must have had issues with the guides skewing since the port is angled and one side is supported and the other side is not, leading to uneven cooling and potential warping of the guide. First off, check out these seats...not exactly stellar.
All of this in a mere 50 hours of flying. Applications: (US) Preceptor Ultra Pup. O-97 - - {3.366 / 2.717 / 96.7} / {85.5 / 69 / 1585}. Same stroke as O-97, O-102, O-112. Steve Bennett, the founder, began the firm in 1981 and by 1982 was delivering engines. I NEVER had valve issues with either one of them.
The gaps around the guides are so large you can see the reflection of the flange where the seat is bottomed out against the valve cover side of the head.
Diehl case with starter and 35amp alternator ~105hp take off ~75hp cruise ~4gph fuel burn @ cruise Nikasil high performance cylinders and pistons (shave 10lbs of weight) Front oil cooler included.
"Nope".
KP4/00, 4/01, 4/02, 4/03, 4/05.
Please contact us before ordering this engine to discuss your exact requirements.
Inquiries can also be directed to: Theoretically, it'd go out the exhaust port first, but it's just as likely to punch a hole in the piston crown and start a major calamity.
The best looking head in 2010 article was a Chinese clone of the 043 head, and the passages are quite generous (even larger than the head above) and casting quality appears to be pretty decent.
That's just a guess...I can't imagine any other reason. VW Type 1; Carbureted engine with liquid-cooled cylinder heads and dual ignition, geared to options of 0.5, 0.625, 0.775 by Valley Engineering PSRU. [1], The engine series are all four-cylinder four-stroke, horizontally-opposed, air-cooled, Volkswagen automotive conversion gasoline engines, with direct-drive.
I have since replaced my pair of heads, but the quality of the replacements is pretty poor these days.
Sharing some info about my old 2276 engine. In 2001, Great Plains became the sole distributor of the plans for Carr Precision 1/2 VW conversions and also provides kits for the conversions.
Diehl case with starter and 35amp alternator ~105hp take off ~75hp cruise ~4gph fuel burn @ cruise Nikasil high performance cylinders and pistons (shave 10lbs of weight) Front oil cooler included.
Deflashing in the center part of the head will not be extensive, and I could have bolted them on with zero deflashing and have a much cooler running head than any of the other choices above, except the Brazillian VW 041, which it's almost a clone of, and are no longer obtainable (that I know of).
Just for comparison, this is a Corvair head.
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