Mick: "Wet pistons in a dry engine" is not as definitive or important as forged vs cast and what type of alloy the piston is made of to start with. Forged pistons are much more detonation tolerant ove

Marc, Glen, Gang: I am NOT familiar with a product called "Artic Epoxy;" but, here in the United States we have an "Epoxy" product called J-B Weld. This two part product comes in two ~1 ounce tubes, "

Please advise me of how this directly correlates to the JABIRU engine forum. I am at a loss on this? Thank you in advance for the additional information regarding this issue! Ron M

Mark: Thanks for the reply and the included information. At 142 lbs (64.5 Kg for the folks that need this conversion) I cannot afford to be too much lighter myself. My SONEX (conventional gear) is a r

Mick/Others: For those of you that have run solid lifter engines and other hydraulic lifter engines on the same air-frame---was there any noticeable power increase/decrease? I remember watching a vide

Glen: Unfortunately at this time I do not think in the metric system; but, when I convert the specifications you provided below I get 0.0047"- 0.0071". This seems like an excessive amount, "a lot of,"

Mick: Thank you for the updated photos The engine looks nice and clean! Unfortunately, there seems to be something terribly bad wrong with what I see in your photos. The two middle cylinders seem to b

Glen: At minimum you need to put these shafts in the lathe (or other means of slowly rotating the shafts) and polish off all of the surface material. A belt polisher (which is used to polish the rotat

Glen: Are you able to feel the "deposited" bushing material on the rocker arm shaft with your fingernail. Are you able to quantify the thickness of the "deposited" material with a micrometer? You may

Glen: Seems simple enough to polish the shafts. replace the rocker arm bushings and hone the new bushings for proper clearance to fit the shaft as specified This is a common engine rebuild procedure i

Glen: The 140 Hp engine has totally different cylinder heads-bigger valves (both intake and exhaust) and bigger ports. The 140 came stock with a nitrided crankshaft. The 110 hp engine has a different

Jay/Others: Please be my guest to share the photos with whom you feel might benefit. This would be one of the lightest CORVAIR flight engines you will find with many premier upgrades. It features a 3.

Glen, ETTER’S all: The photos of my CORVAIR flight engine as promised. I am going to market it, it will make someone a good flight engine. Ron

Glen: The best i can remember, the through case bolts (they were actually hex head cap screws, "bolts") were 7/16" diameter the "whole way," they were NOT "necked down." Remember, on the CORVAIR engin

All: FOOD for thought! 1.6 million Chevrolet CORVAIR engines were built. As far as I know all of them were built with 7/16 diameter through case bolts. Sometimes with the 140 hp engines the crankshaft

Pete: My understanding of the rational of purchasing AN fasteners in addition to an almost infinite incremental selection of grip lengths, is that the credibility of the fastener can be traced. Qualit

Mick/All: Someone with more familiarity than me can chime in; but, grade "8" is an SAE fastener grade rating and 12.9 is a metric fastener grade rating. Since JABIRU manufactured the engine using SAE

Most socket head cap screws are rated at grade 8 for what that is worth. Ron M

Mick: If you search the archives, you will discover that I mentioned sometime ago that the double spring is/was not necessarily equated to more spring pressure. I feel that double springs have several

Mick: I would think that the weight penalty would be infinitesimal the rest would be up to you (in my humble opinion)! Ron M