<VV> Removal of Casting Flash

[Shaun]

Hey Garth, cylinders typically have very little flash, and the parting line
of the casting is vertical anyway, so will act only as a windsplit. No
appreciable difference in airflow would be realized, in fact it might cause
more turbulence on the top of the cylinder if you deflashed the cylinders.
The heads on the other hand have the parting line perpendicular to the
airflow, and completely block some passages, so major benefit can be gained
by cleaning them out.

yea, Vairily ... Shaun

----- 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 5:12 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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