The engine is a 2600cc VW TypeIV from Great Planes Aircraft Supply Co. The data sheet supplied with the engine shows the following specifications:
| 1. Engine Displacement | 2600CC |
| 2. Engine HP @ 3600 RPM Takeoff | 96 HP |
| 3. Engine HP @ 3200 RPM Continuous | 92 HP |
| 4. Minimum fuel octane requirement | 100 LL Avegas |
| 5. Compression Ration Actual | 8.2 : 1 |
| 6. Firing order for magneto | 1-2-3-4 |
| 7. Engine serial number | 553 |
| 8. Bore | 103MM |
| 9. Stroke | 78MM |
| 10. Prop Flange Bolt Pattern: O/C | 4" |
| 11. Prop pilot depth | 3/8" |
| 12. Prop pilot diameter | 2" |
| 13. Intentionally left blank | Intentionally left blank |
| 14. Prop bolt diameter | AN-5 or 5/16" |
| 15. Total hours to date | 4.8 hours |
Specification notes:
| Note 1. | Metal propellers are not approved for use on this engine. |
| Note 2. | The rectifier/regulator must be grounded back to the engine. It must be stood off from the firewall so air can circulate around it. Max temperature of this unit is only 180 degrees continuous. To hook up unit, simply connect the center terminal to battery +. |
| Note 3. | Please keep in mind when you encounter a problem with the airframe or engine, that your aircraft was built in a partnership between the airframe kit supplier, engine supplier and yourself. There is a 50% chance that any given problem you may experience was caused by yourself. |
To improve performance of the aircraft, the engine has been fitted with an AirResearch turbocharger and intercooler supplied by Turbo-Toms of Atlanta Georgia, USA. The turbo installation is to provide "turbo-normalization" of the engine to maintain rated power to FL250. A waist gate is built into the turbo so that over boosting at lower altitudes can be avoided.
Engine Cooling
Design of inlets, baffling, and cowl flaps
Derivation of cooling path sizing
Cowl flaps idea: I just (8/22/2) read an article from Sportsman Pilot. It was an article about Lance Niebauer's KR-2 (Sweet Mildred) written in 1983. There was one sentence in the article that mentioned that his cowl flap stayed on the airplane when the cowl was removed.
Oil System
The oil pump is the unit normally supplied on the automatic transmission VW's that has a two stage oil pump. The second stage was used to circulate oil through the transmission for cooling. In this application, the second stage of the oil pump is used to scavenge return oil from the turbocharger back into the engine crankcase. An additional benefit of this installation is that the primary oil pump gears are slightly taller to provide additional oil flow for the turbocharger bearings.
Oil Pump Exploded View (Refer to Clymer's Porsche 914 Service Manual Page 54-55 for assembly information)
Fuel System
I located a complete Bosch CIS Fuel Injection system from a 1979 VW Rabbit. When I removed it from the car the fuel system still had pressure so all of the components were sealed from the atmosphere. The control pressure regulator installed in this particular vehicle was not the altitude compensating variety so I located one of those on a 1981 VW Golf. The entire system was had for $72.00. I cleaned everything and taken the system completely apart. The total system weight is 8.6 pounds compared to 2.25 to the Zenith carb and Facet fuel pump previously installed.
CIS Inlet Air Schematic The final task in completing the firewall forward was to complete the inlet air plumbing along with location of the Throttle-Body and Airflow-Sensor. It took quite some time to figure out how to fit these last few components on the engine. It was a real task to get the inlet air plumbed to the turbo, intercooler and intake manifold and still fit everything under the cowling. Lots of things ended up getting moved and the rear cooling air dam was practically destroyed in the process. Page one of the CIS Inlet Air Schematic drawing show the parts needed to complete the installation. Page 2 (only complete in my head right now) shows the bracket on the firewall that holds the Throttle-Body and Airflow-Sensor. The Throttle Body will bolt to the side of the bracket and a flex hose will carry the inlet air to the turbo. Right now I'm looking at truck radiator hoses for something with a large enough diameter and the proper bends to get past the starter and alternator to mate up with the turbo inlet.
Fuel System Schematic Fuel System Plumbing and Electrical Connections
Engine Controls Throttle lever control for air intake butterfly and turbo waist gate
Turbo Charger System And Exhaust
While attending the 2006 KRGathering in Mount Vernon, IL I came across a Cessna Turbo310 in the hanger that had suffered a gear collapse on the left gear. The cowl was off the engine which reveled a neat turbo heat shield installation. These pictures show the installation:
Engine Monitoring is provided by the u-Monitor