William Wynne

The Corvair Authority
5000-18 HWY 17 #247
Orange Park, FL 32003

Maximum Horsepower

Every day I answer the question: "What is the maximum amount of reliable horsepower I can get from a Corvair motor?" My extensive testing over the years indicates it is 100-120hp with the degree of reliability necessary for flight engines.

It has been said that you can have your choice of two when it comes to inexpensive, reliable and extremely powerful. This holds true for the Corvair motor. The motor is an inexpensive alternative engine in the range of 100 to 120hp. I am currently working on turbo systems to slightly boost the power beyond this. If you attempt to increase the horsepower significantly beyond this, it requires extensive and expensive modifications to achieve higher horsepower. Beyond gearing, the motor could be heavily turboed, but would require extensive internal modifications such as driven in through studs, roller valve train, digital ignition, etc. All of these things are expensive and unproven. By the time you paid for them, you could have purchased the equivalent amount of Lycoming horsepower for less money ... but you would not have the proven reliability of Lycomings.

Does this mean the Corvair's not a great engine? Of course not! It just means that the vast majority of people will be most happy utilizing it as a replacement for an O-200, and in some instances, an O-235. But the engine in its inexpensive, simple form, will never do the work of an O-320.

Even though some people will read the above words as a challenge, and point out that the factory rated the motor to 180hp in the car, I simply state that my years of experience indicate that this cannot be done cost effectively in an aircraft situation. For the builders looking for motors producing 160-180hp, it is my firm belief that Lycoming 320s and 360s cannot be challenged as the most economical and reliable power plants. I feel these builders would best be served by my honest answer that the Corvair motor is not the motor for them.

Off the top of my head, here's a partial list of the airplanes that I know have successfully flown on Corvair motors: J3 Cub, Pietenpol Air Camper, Pietenpol Sky Scout, Breezy, Tailwind, KR2, VP2, Sonerai II, Volmer Sportsman, Christavia Mark I, Boredom Fighter, Fisher Horizon, Corben Junior Ace, Nieuport 12, Skycoupe, Sonex, Benson Gyrocopter and Davis DA2. In addition to these, there's been a handful of one-off designs. There have been a lot of other projects that I've only received partial information on. You can watch the list grow longer at the Flying Planes page.

Notice that virtually every one of these aircraft was designed for a VW motor or a 65-100hp Continental. Nowhere among the list is an aircraft originally intended to be powered with 160hp. Builders considering a project for their Corvair motor should recognize this.

In the coming months and years, out of builders' workshops will come inexpensive, successful Corvair conversions powering other designs such as Zenair 601s, Europas, Buttercups and others. We may even see a number of twins, eventually. There are a number of great designs in this horsepower class well within the capabilities of an inexpensive Corvair motor converted in a homebuilder's shop. With some dedication and effort, your aircraft will one day rank among these successful aircraft.

Sonex/Cleanex Corvair Combination 2008


The Sonex is an outstanding light aircraft designed by John Monnett. It is the root aircraft in a group of designs by John Monnett that include the Waiex and Xenos. They are available as plans and are very popular as kits. They've sold hundreds of aircraft.

The Sonex is an outstanding airframe which combines high strength, good slow speed manners and a very high top speed capability. Its 40" wide cockpit is generous by most aircraft standards, but is snug with two full-size Americans.

The Sonex factory approves and supports only three engines for the airframe: the 2,180cc VW, and the 80 hp and 120 hp Jabbirus. The factory position firmly asserts that for an aircraft to be a Sonex, it must have one of these three engines. We're personal friends with the Monnett family, and to respect their wishes, I carefully refer to the combination as a Corvair powered Sonex airframe, or Cleanex, and encourage people working with the combination to adopt a different name for their aircraft. While many aircraft designers don't care what you plan on installing for a powerplant in their design, John Monnett, along with a handful of others like Burt Rutan, assert that you should not call your aircraft their design if it does not have an engine they approve for it. I respect the work of these men immensely, and being careful in naming the airplane is a small concession to talented designers.

Here's a photo of Dan Weseman and his Cleanex in front of my hangar at Corvair College #8. Until his airplane was done and flying, we kept Dan's identity a mystery to let him get the work done. At the time, a few people who saw this photo made jokes about the "Builder Protection Program" with a nod toward John Monnett's allegededly sharp temper. In reality, Dan is friends with the Monnetts.

The first person to fly a Corvair powered Sonex airframe was Del Magsam of Wisconsin. His airframe was one of the first five hand-built prototypes that predated the kits. It came equipped with a standard Sonex motor mount. Del is a machinist by trade, and put a lot of effort into altering the Corvair to mate it with the Sonex airframe. He flew the combination in 2004. We saw the airplane fly at Brodhead 2004 and Del was justifiably proud of the accomplishment. We nicknamed the airplane "The Outlaw Sonex" due to the nature of Del's engine selection.

Del had several very busy years after the completion of the plane. Although the plane was airworthy, it only logged 70 hours in its first few years. Alterations to the engine, a mild 2,700cc Corvair, and a propeller that was below optimum for the airframe gave the airplane acceptable performance, but it was not indicative of an advanced version of the combination's potential. This was to come next.

At the time Del was finishing his aircraft, we met a fellow Floridian named Dan Weseman. He was well into building a beautiful plans built Sonex airframe, and strongly considering an O-200 powerplant for it. Dan made several trips to our hangar, and quickly revealed himself to be very mechanically inclined, a hotrodder of great experience as well as a talented pilot. He had three other important things in his corner: he's got the energy of a guy in his 20s, he's positive, likable and easy to work with by good nature, and he has a very supportive wife who encourages all his aviation endeavors. With these assets, Dan set out to build an outstanding example of the Sonex/Corvair combination. He assembled the parts for an expense-is-no-object exercise in Corvair engine building. Dan spent a little under $7,000, something of a record for Corvairs at the time. Dan assembled and test ran the engine at Corvair College #8.

Here is a view of the Cleanex engine at last annual. Our Gold Hub and Front Starter system are clearly visible in the photo.

Dan's engine is a very potent 3100cc. We got him a Sensenich 54X58 prop, which turned out to be a perfect match. Dan chose to use all of our accessories, including Prop Hub, Front Starter, Oil Pan, Alternator Bracket, and Oil Top Cover. He chose to use all these systems because they were all flight proven on our 601. He modified one of our Nosebowls, and worked up his own cowl and motor mount. The combination proved incredibly sucessful because Dan wisely chose a mixture of proven parts, clever craftsmanship and practical hot rodding. Soon after it was flying, I dubbed the aircraft "The Cleanex." Once Dan showed people what the plane was capable of, it was more frequently called "The Wicked Cleanex." You can read more of the story of the airplane at Dan's Web site, www.flycleanex.com.

Here's a view of the underside of the Cleanex's motor mount. Dan designed this mount combining the basic geometry of the Sonex airframe's landing gear attach points and our traditional Corvair bed mount. The structure is well thought out and perfectly triangulated. Although it looks heavy, it is not. It weighs 13.8 pounds, only four pounds heavier than the factory Jabbiru 3,300 mount. Dan's mount has flown hundreds of loops and rolls.

Many people have seen Dan and Grace flying aerobatics in The Wicked Cleanex on our Corvair Flyer #1 DVD. Continuous use of this type of operation led Dan to independently develop his own simple, retrofitable fifth bearing setup to reduce flight loads on the Corvair's crankshaft. His Web site for this is fly5thbearing.com. While people just getting into aviation occasionally view Dan's flying as daring, I want to emphasize that it is a smooth display of skill and has nothing to do with daring or risk taking. I've gotten to know him pretty well, and around airplanes, Dan is pretty conservative. I would easily name him the steadiest pilot and most meticulous maintenance guy in the land of Corvairs.

In the foreground above is Dan Weseman's Wicked Cleanex. Off his wing, Chris Smith flys the Son Of Cleanex. The photo was taken over a bend in the St. Johns River in North Florida.

Chris Smith was building a Sonex airframe from a kit and met Dan as Dan's airplane neared completion. Chris opted to build a close copy of Dan's aircraft. Although Chris had many years of flying experience, he had never built an aircraft before. Because of this, he wisely chose to follow Dan's proven format closely. When Chris' aircraft was done, it earned the nickname "Son of Cleanex." It first flew at the end of 2006, and it has served Chris through many hours flying over the southeastern United States. Chris' aircraft also has a 3,100cc engine, which was built for him by Hangar Gang member Kevin Fahy. The Son of Cleanex is currently being upgraded to one of Dan's fifth bearing setups.

We have never gone out of our way to promote the combination of the Corvair on the Sonex airframe. I've never actively promoted something we have no firsthand epxerience with. In the early years, we were in this position. After Del's airplane was flying, the solid but modest performance drew compliments but few converts. Following Dan's success, a significant number of people were drawn to the combination. Dan did nothing to promote this, but the aircraft made a lot of sense to many people who saw it. Technically, the engine, even in Dan's modified form, is above the recommended firewall forward weight limit. However, moving the battery to the baggage compartment brings the aircraft well within its CG limits. I've personally flown in the aircraft, and it's a stunning performer. The fact that the Corvair has excellent cooling characteristics and can be run at wide open throttle continuously at rpms even in excess of 3.600 allow the full use of the power potential of the engine.

While we still don't go out of our way to promote the combination, we want to make it perfectly clear that people who do use it should avail themselves of our experience and knowledge to ensure their success. Again, out of respect for John Monnett, fans of his airframe should not expect him to endorse nor provide information about, Corvairs on his design. A recent example of a successful builder following this path and additionally choosing a different name for his aircraft is Danny Cash, who has recently completed a 2,700cc Corvair powered airplane. The name of his airplane is "The Cashex."

In the coming months and years, there will be more examples of this combination. It takes a slightly independent character and a bit more perseverance to complete this combination. In the land of Corvair builders, however, these two characteristics are common qualities.

Corvair Engines in the Zenair 701

Please see the applications page.

Corvair Engines in Vans Aircraft

Friends considering powerplants for RV series planes:

I have spent the past 10 years developing and flight testing Corvair engines. The overwhelming popularity of the RV aircraft and the emerging popularity of the Corvair often leads to the question: "Would a Corvair be a satisfactory powerplant in an RV?"

The plain and simple truth is NO. It has taken years of development to get the 164cid Corvair motor to economically produce 100hp with the reliability that is required from flight engines. While we now have a 120hp 190cid motor, it makes its power at an elevated rpm, 3,200rpm, and it cannot be considered a direct replacement for the O-235 in this application. The O-235 and O-290 make their power at several hundred rpm less. I believe the Corvair's thrust level to be below what would be satisfactory for the RV-9.

I have received reports of a geared, turboed Corvair installation in an RV-9, but I do not know if the aircraft has flown. The builder of the planetary gear set told me his cost was $2,500. The engine overhaul was perhaps $3,000 and the turbo system was certainly another $1,500. At this point, you've spent as much money as you would have on a mid-time 150 Lycoming.

While the Corvair has been geared and turboed to produce more power, this is done at expense which typically exceeds the cost of the equivalent Lycoming power with nowhere near the reliability Lycoming offers. Simple Corvairs have an excellent history that common sense tells you would be lost with a highly complex installation.

Only the single seat RV-3 in its most basic form would be a possible installation for a direct drive, simple Corvair.

In conclusion, the RV series of aircraft and the Corvair engine are great designs, just not for each other, with the possible exception of the RV-3. The other RVs are not designed to achieve their best performance on 164-190cid engines like the Corvair.

As a person who has done more work with the Corvair than any other living person, I suggest you consider my words carefully. Anyone who is trying to disagree doesn't have the experience I do or is trying to sell you something.

Thank you.

Corvair History

Dear Experimental Aircraft Builder,

Thank you for your interest in my Corvair Conversion Manual and components.

I feel that the direct drive Corvair engine is an excellent choice for VFR sport aviation aircraft requiring a 100hp to 125hp engine.

The Corvair engine is a 164 cubic inch (2,700cc), horizontally-opposed, six-cylinder, air-cooled power plant. General Motors produced 1.7 million Corvairs between 1960 and 1969. All of these high quality engines have hydraulic lifters, torsional vibration dampeners, full flow oil systems, spin on oil filters, and aluminum cases and cylinder heads.

Corvair engines have been powering experimental aircraft since 1960. Flying hundreds of hours, EAA members Bernie Pietenpol and Waldo Waterman demonstrated that the Corvair engine made an excellent aircraft power plant.

Today, the Corvair engine still represents an excellent choice for home builders. With my up-to-date research and current Conversion Manual (written in 1996 and updated in 1999 and 2002), the Corvair is an easy engine to adapt to aircraft use. I provide information, drawings and components for converting Corvair engines for aircraft use. Complete engines are available on a special order basis (see the Engine For Sale Page).

Please feel free to e-mail or call with any further questions you may have. Thank you for your interest concerning my products. For more information on the development of my Conversion Manual, please see my Technical Support Page. Please see my Online Catalog for more information on my products.

William Wynne
EAA #331351

Direct Drive Corvair Engine
Spec Sheet

Engine Model



Number of CylindersSixSix
Displacement164 cubic inches (2,700cc)190cid (3,100cc)
Bore3.43 in. (87mm)94mm
Stroke2.94 in. (75mm)75mm
Compression Ratio9:19:1
Oil Capacity4.5 - 7.0 quarts4.5 - 7.0 quarts
Weight Wet, Ready to Fly with Electric StartApproximately 220-225 lbs.Approximately 212-217 lbs.
LengthApprox. 28 in.Approx. 28 in.
Width28.5 in.28.5 in.


HP100@3,150 rpm120@3,200
HP (Continuous)90@3,000 rpm110@3,000
Torque160 ft./lbs. @2,800 rpm200 ft./lbs. @2,800
Fuel93 Octane Auto Gas or 100 LL93 Octane Auto Gas or 100 LL
Fuel Flow5.6 GPH @ 75%7.0 GPH @ 75%


Oil CoolerStock Corvair-Block Mounted, Can Be Remoted
IgnitionDual Ignition, Single Plugs
GeneratorAlternator - 14 Amp std., Larger Available
StarterHand Prop or Electric Start; Electric Start adds 20 lbs.
Prop FlangeSAE #1
Prop RotationLeft Hand, Right Hand Optional
Recommended Prop DiameterWood to 68"; Composite to 72"; Can Use Warp Drive Props
Fuel PumpMechanical, Stock Corvair


Horsepower and Torque measured on dynamometer with air cleaner, full exhaust system and quiet muffler installed. Using a less restrictive exhaust system can exceed these numbers by 5%.

Turbo boosting is available on either motor; 5 psi will increase output by 25% on both motors with a weight increase of approximately 20 lbs.

Why Use a Corvair Engine?

  1. It is Time Proven

    Converted Corvair engines have been flying since 1960. In the past four decades, dozens of home builders have logged hundreds of hours behind them.

  2. It is Low Stress

    In the Corvair automobile, the engine produced 180 horsepower in the turbo-charged form. All 1964-69 model engines utilize the same crankshaft, rods, pistons, cases, etc. By flat rating the engine for 90hp continuous, the engine is only stressed to 50% of its rating in the automobile. No other auto engine conversion can make this claim. In the automobile, the engine redlines at 5,500 rpm. My aircraft conversion produces 75% power at half this rpm. These two facts form the cornerstone of the Corvair engineís reliability as an aircraft power plant.

  3. It is a High Quality Engine

    The Corvair was the brainchild of Ed Cole, Chief of Engineering for General Motors, (the world's largest corporation at that time). GM put more R&D into this engine than Lycoming or Continental have put into any of theirs. All Corvair engines have forged cranks and rods, torsional vibration dampeners, hydraulic lifters and oil coolers as well as having all aluminum heads and cases. All of these stock components are suitable for use in a 100hp direct drive engine. I have never seen a cracked head, cylinder, case, crank or rod in the hundreds of Corvair engines I have inspected. It is a very strong engine.

  4. Good Engine Availability

    Aviation writer Richard Finch pointed out that General Motors made 1.7 million Corvairs in 10 years, compared to Lycoming taking 50 years to produce 230,000 engines of all models. Today, there are perhaps 100,000 Corvairs on the road, and there are at least five rebuildable engines for every good chassis. The Corvair Society of America (CORSA) is a nationwide organization of Corvair enthusiasts. It is similar in organization and membership to the EAA. There are several major Corvair-only parts suppliers who are all competitively priced. Rebuildable engines are readily available everywhere and one should cost about $100.

  5. It is Air Cooled

    Installing an air-cooled engine is easier than a water-cooled engine, especially in planes that were designed for air-cooled engines. Air-cooled engines do not have water pumps, thermostats, hoses, radiators and the associated hardware to mount them. Water-cooled engines can have trouble with air pockets in the cooling system as well as leaks. The dry weight of an air-cooled engine is a lot closer to its weight flying in the plane. Water-cooled engines will always be heavier than you first anticipated when looking at their dry weights.

    Dave Stroud of Canada replaced his Subaru EA-81 belt-drive installation with a 164cid gear-drive Corvair motor. Beyond a substantial performance improvement, the final installation was actually significantly lighter. Bob Lester of Fort Lauderdale, Fla., who converted his KR-2 from belt-drive EA-81 to direct drive Corvair, reports the final installation weighs 50 pounds less. These two examples illustrate that much of the weight information associated with liquid cooled installations is misleading.

  6. Itís Inexpensive

    This engine totally rebuilt can fly for less than $2,600 (Fletcher Burns built his for less than $1,100.) You might be able to find an O-200 for $2,600 (if you know someone), but that would not be a completely rebuilt engine. A Corvair engine that you completely rebuild is better than some pig in a poke. Donít compare Apples to Oranges.

  7. It is Easy to Build

    I offer very detailed plans to convert the Corvair engine for aircraft use. The prop hub, the most difficult part, is shown in a detailed CAD drawing. This hub is also available from me completely finished, and beautifully anodized. I also offer numerous other parts and information which make the conversion easier. (Please see my Technical Support Page to learn about the genesis of The Conversion Manual. Please check my Online Catalog for more information on my products.) If you can build a plane, you can build a Corvair engine. The Corvair engine is far easier to assemble than a Continental or Lycoming. No impossible ADs or service bulletins, no cryptic manuals. The GM manuals have easy to follow directions as well as clear photographs.

  8. Parts are Readily Available

    If you need a cam gear for your O-200, where would you get one? What would it cost? How long would you have to wait? Would you end up using your old one, even if it was marginal? If you had a Corvair engine your cam gear would be as close as the nearest auto parts store, it would cost less than $40 and you would have it the next day. This is typical of Corvair engine parts. Specialty parts are available from the Corvair parts suppliers. These friendly people have been in business more than 20 years and are waiting to help you. You cannot get service like this from aviation companies.

  9. Technical Support

    All Conversion Manual owners have virtually 24-hour access to me via my my e-mail address, WilliamTCA@aol.com, or hangar phone number, (904) 529-0006.

Other Frequently Asked Corvair Questions

  1. Are parts available for Corvair engines?

    Yes, almost all of the internal engine parts are available from local auto stores. The few that are hard to find can be ordered from one of the Corvair specialty shops, which are listed in my Corvair Conversion Manual, available at the Online Catalog. My Conversion Manual also includes TRW and Sealed Power part numbers for all engine parts. All parts for my conversion are readily available from the Corvair parts houses or my Online Catalog.

  2. Why is a Corvair the least expensive 100hp auto conversion?

    Most auto engine conversions need to replace many of their internal parts to withstand continuous high output. These engines also need speed reduction units. The Corvair engine has neither of these problems. Most of the Corvair's internal parts, such as the crank, rods, cases and heads, do not have to be replaced with high strength parts: They are already high strength. Chevrolet offered the 164 cubic inch Corvair engine in several models from 110-180hp. They all have the same crank cases, rods, pistons and cylinders. The stock parts work well in a 100-120hp Corvair engine.

  3. How much does the Corvair engine weigh?

    A hand-prop Corvair engine weighs about 205 lbs. With electric start, it is about the same weight as an O-200 Continental. What you really need to look at is the power loading of the aircraft/engine combination. The power loading is defined as the gross weight of the plane divided by the horsepower of the engine. A KR-2's gross weight is 900 lbs. When powered by an 1,835cc 70hp VW, it has a power loading of 10.2 lbs./hp, while the same plane powered by a 2,700cc 100hp Corvair has a power loading of 9.0 lbs./hp. Planes that have lower power loading fly faster and climb much faster.

  4. What other planes would be good airframes for Corvair engines?

    Any airplane that has flown with an O-200 is a good choice. This would include the KR-1 & 2, Pietenpol, Sonerai, Tailwind, FlyBaby, VP-2, Zenair 601, Buttercup, Vision, Dragonfly, Q2, Boredom Fighter, Fisher, Hatz biplane, Christavia, Pober Junior Ace, Skycoupe and many, many more. If you have a specific plane in mind, e-mail me at WilliamTCA@aol.com or call me at (904) 529-0006.

  5. Pietenpols used Corvair engines and retained the stock cooling fan - should I?

    Both the stock cooling fan and a standard aircraft system will work. You can take 25 lbs. off the Corvair engine by using standard aircraft free air cooling. My parts and information are for either system.

  6. How smooth is the Corvair engine?

    It runs like an electric motor. There is no comparison to other engines with fewer cylinders. Several factors contribute to the Corvairís smoothness: The stroke is less than 3 inches, the engines use a harmonic balancer, and the opposed six is a naturally balanced engine configuration.

  7. Are people satisfied with Corvair engines?

    Bernie Pietenpol built more than 20 planes. He was the first person to fly a Corvair engine. He could have used any engine, but he chose the Corvair. After his first flights with the Corvair engine, he used them exclusively for the rest of his planes. He said it was the smoothest engine he ever flew. In recent years, I have helped my customers re-engine a number of VW and Subaru powered airplanes. In all of these cases, the aircraft experienced performance improvements. In the case of the Subaru engines, every Corvair installation was lighter. I can think of no aircraft which was Corvair powered that was later changed to any other alternative engine. The only aircraft changed from Corvair to Lycoming was actually 10 mph slower after the switch.

  8. Do I need an electric starter?

    Virtually every Corvair motor built before I started my work was a Hand Prop motor. Some people, like our friend Jake Jaks, of Tallahassee, Fla., are going with hand prop motors for the ultimate in simplicity. I personally prefer electric start on an aircraft.

    After I developed an electric starter on the front of the motor, I later went on to develop one on the back. The Conversion Manual contains information on both of these. I was the first person ever to fly a Corvair motor with a starter on the back. The choice is yours, but if you wish to have a starter motor, it is inexpensive and there are styles to fit most installations.

  9. A friend of mine had a Corvair automobile and said it ran great but it leaked some oil. Will my Corvair engine leak oil?

    Corvairs originally were equipped with natural rubber gaskets and O-rings. With years of use these would dry out and then would leak. Today, Corvair gaskets and O-rings are made from Silicon and Viton. These materials will withstand more than 550 degrees F without loss of resiliency. Corvair engines built with Silicon and Viton gaskets will not leak oil.

  10. I heard that many of the Corvairs made were factory turbocharged. Could I use this on my plane?

    The factory Corvair turbo system cannot be used on flight engines. It is very heavy and the turbo is intentionally sized to only develop boost at rpm levels not used in flight motors.

    People frequently ask about turbo normalizing. Turbo normalizing to maintain sea level power to altitude only works on engines equipped with in-flight adjustable propellers. If you study certified airplanes carefully, you will never see a turbo without a constant speed prop. There are no in-flight adjustable props which are suitable for the Corvair motor.

    Turbo boosted engines can be built. A 20% increase in output would not overtax the cooling system on the motor. A modern turbo setup with an automatic wastegate, an item which is essential to operate the motor safely, is worth more than $1,000. It also requires a very expensive exhaust system fabricated from 321 stainless steel. The Conversion Manual contains more information on this subject, along with specific recommendations. But turboing is not necessary to have a good, powerful engine.

  11. Corvair engines rotate opposite to standard U.S. engines. Will I have a hard time locating a propeller?

    No. Corvairs have been flying since 1960. Almost all propeller manufacturers offer appropriate left-handed props at little additional expense. My Corvair Conversion Manual contains a list of all propeller manufacturers who build appropriate propellers for the Corvair engine. I also sell Warp Drive Ground Adjustable Carbon Props, which are listed in my Online Catalog. If you wish, the rotation can be converted to right hand; the cams used are available as reverse grinds at no additional expense.

  12. Is it difficult to fly an engine that turns left-handed?

    Absolutely not. It requires no additional skill. Ask anyone who has flown a VW engine or a Supermarine Spitfire.

  13. Which carburetor do you recommend?

    My Conversion Manual lists numerous choices and their sources, from $50 float carburetors to $800 throttle bodies. The most popular carbs are the MA3 and Stromberg NAS-3. The Monnett AeroCarb is also a popular option. The Corvair has successfully flown on dozens of different carburetors, and it is not sensitive to carburetion.

  14. Is cruising at 2,800rpm going to stress the Corvair engine?

    Not at all. The Corvair engine turns more than 3,000rpm at 60mph in the automobile. They can run for hours at a time over 4,500rpm. Asking the engine to produce 75% power, the brake mean effective pressure (BMEP) is lower at 2,800rpm than at 2,000rpm.

  15. How do I get my name spelled correctly on your Web site, or submit my photo to the Flying Planes page?

    To suggest changes or updates to www.FlyCorvair.com, please e-mail Aviatrix. I encourage anyone who has built and flown a Corvair to complete a Corvair History Questionnaire and return it with photos via e-mail to WilliamTCA@aol.com or snail mail (please specify if you want photos returned rather than added to the albums I take to fly-ins) to William Wynne, 5000-18 HWY 17 #247, Orange Park, FL 32003. Thank you.

HOME  Zenair 601  Engine 4 Sale  Corvair College #8  Oshkosh 2004  Sun 'N Fun 2004  Turbocharging  Thrust Testing  Corvair College #7  Corvair College #6  Corvair College #5  Daily Q&A  Flying Corvair Planes!  News  Mission Statement  Hangar Gang  Conversion Manual  Maximum Horsepower  All About Corvairs  Corvair History  Engine Specs  Sonex Installation  RV Application  Why Fly Corvair?  FAQs  Product Catalog  Liability Statement  E-mail William 

Copyright 2000 William Wynne Web Design by Aviatrix