Over the years a comprehensive product support program has been available for the thousands of engines that are in service throughout the world, such as the complete overhauls, spare parts and instructional services for the persons that wish to build their own engine. All of the R2100 parts and accessories are available today.
The standard VW crankshaft used in the 1600cc four cylinder opposed, air cooled engine is made of 1050 carbon steel forging. The bearing journals are induction hardened and the crankshaft is not counterweighted. It is a three main bearing unit with a small fourth main bearing dedicated to absorbing the belt tension loads from the cooling fan and alternator. The crankshaft has a 69mm stroke with 55mm nominal bearing journals. Revmaster, as well as other firms has used these crankshafts in smaller engines, however, they have their limits.
1. It is difficult to attach a crankshaft flange to the existing crankshaft design that would safely position the propeller disc forward of the cylinder heads to any great degree. This becomes more complicated when the propeller is oil controlled or manually controlled because of the increased weight and lack of galleries. The main reason for this dilemma is the absence of a fourth bearing to support all the propeller loads.
2. The stroke of the crankshaft limits the horsepower output, also the lack of counterweights causes greater crank deflection. The thrust absorption bearing is at the wrong end of the crankshaft for aircraft use.
3. Since we do not have control over the manufacturing process we can not guarantee the quality of the crankshaft, also there are after-market crankshafts that are not forged and could be mistaken for an original.
4. The automotive crankshaft does not have sufficient design and material strength for use in higher horsepower output aircraft engines.
Revmaster designed their own crankshaft assembly with the following features incorporated.
*78mm stroke with 55mm nitrited bearing journals and counterweights
*A large number 4 main bearing dedicated to accepting the dynamic loads of the propeller which has been moved well forward of the cylinder head group. The crankshaft flange is the number 4 main bearing when it is assembled to the crankshaft with a long 3 degree locking taper. This design does not require a woodruff key common in the automotive version to transmit engine torque to the propeller.
* The propeller flange has a number 1 - 127A which is common on Continental and Lycoming engines
* The large number 4 main bearing allows for oil control capability for the propeller. The propeller thrust is taken up at the number 3 main bearing which is next to the number 4 main at the propeller end of the engine. The bearing will accept tractor or pusher configurations.
Revmaster R2100-D engine with E4340 forged crankshaft, dual ignition system, Rev-Flow carburetor with mixture control, including alternator, geared starter and ring gear, oil cooler, oil filter system, oil sump side drain assembly, alternate air source/air filter assembly, and 75 hp cylinder heads........................$5,500.00