<VV> Removal of Casting Flash

J R Read_HML hmlinc at sbcglobal.net
Mon Jul 11 20:42:55 EDT 2005


I guess that just depends on how bad the casting was to begin with.  I've 
seen some pretty clean ones and then I've seen them where virtually no air 
could get through some of the passages - especially 140 heads.  The 
"goodness" or "badness" of a casting is likely to at least be somewhat 
dependent on how many had already been cast ahead of the one you are looking 
to clean up.  Can't think of a way to quantify improvement in air flow other 
than on an individual basis.

Attachments (if any) are scanned with anti-virus software.

Later, JR

----- Original Message ----- 
From: "Garth Stapon" <stapon1 at earthlink.net>
To: "Crawford Rose" <crawfordrose at msn.com>; <mhicks130 at cox.net>; 
<virtualvairs at corvair.org>
Sent: Monday, July 11, 2005 7:12 PM
Subject: Re: <VV> Removal of Casting Flash


> Just a thought.
>
> There is lots of good discussion on cooling and fan options but not one 
> comment on deflashing between the cast iron cooling fins on each cylinder 
> to enhance cooling.
>
> I seem to remember reading a previous article in the Communiqué that 
> stated flashing removal is recommended, but do not recall if the cooling 
> benefits were quantified.
>
> Has anyone performed a before and after casting flashing removal 
> comparison and realized any operating temperature differences?
>
> Regards, Garth
> ----- Original Message ----- 
> From: "Crawford Rose" <crawfordrose at msn.com>
> To: <mhicks130 at cox.net>; <virtualvairs at corvair.org>
> Sent: Monday, July 11, 2005 3:36 AM
> Subject: Re: <VV> Corvair Fan
>
>
> Mike, I'm sorry to differ but I never said it is the best possible design. 
> The original design works well up to the designed speed of 4000 rpm.  The 
> SAE papers claim that the design produces adequate air for the economy 
> operation purpose of the Corvair and I agree.  The base Corvair engine is 
> not a high performance engine and the cooling exceeded the as-designed 
> heat rejection needs.  The improvements to increase horsepower were 
> subsequent add-ons in 1961 and 1962 that were not originally designed into 
> the motor in 1959 and thus there is no way to assert that there were 
> compromises or a performance trade-off from the original cost program as 
> you are claiming. Consider that there should have been a lot more 
> additional R&D to meet the new heat rejection needs but apparently the 
> various fans that employed curved vanes that were tested after 1961 were 
> alternatively heavier or lighter but did not produce significantly more 
> air volume.
>
> Finally, everybody let's admit, imitation is the sincerest form of 
> flattery. See the 917's 4.5 liter luftgekuhlte 12-Zylinder Boxermotor:
>
> http://www.pbase.com/9146gt/image/22415610<http://www.pbase.com/9146gt/image/22415610>
>
> Crawford
>  ----- Original Message ----- 
>  From: mhicks130 at cox.net<mailto:mhicks130 at cox.net>
>  To: crawfordrose at msn.com<mailto:crawfordrose at msn.com>
>  Sent: Sunday, July 10, 2005 4:22 PM
>  Subject: Re: <VV> Corvair Fan
>
>
>  The fan as used on our Corvairs is best possible design?  No way.  I 
> stated that the fan had to meet the minimum requirements AND be cheap 
> enough to put on a car and still make a profit.  Every part on a car has 
> to do that.  GM is not a research center, they are a for-profit 
> manufacturer. It's ALWAYS a balance between performance and cost.  The 
> corvair stopped being built because it didn't make enough profit for GM.
>
>  mike
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