CYLINDERS

Cylinders are centrifugally cast chilled iron. The pistons are forged out of high quality aluminum alloy, machined and balanced in a set of four. There are two sizes of pistons, 92mm and 94mm, that are designed to be compatible with a 78mm to 82mm stroke crankshafts. The cylinder set also contains piston rings, wrist pins, and locks. The Revmaster model 1835 series piston diameter is 92mm, however, the stroke is only 69mm, therefore, it is considered to be an “A-Model” cylinder set.

Set of 4 pistons/cylinders   $335.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

INTAKE MANIFOLD SET

The intake manifold set consists of three major parts;  the upper right, upper left, and lower center.  The Rev Flow Injector Carburetor is hose mounted on the lower center section of the intake manifold. The existing manifolds are manufactured from mild steel tubing and were designed for the dual port cylinder heads.

Intake manifold set  $345.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

CDI IGNITION

The self-energized dual CDI ignition package incorporates the dual-plug capacitor discharge ignition, a 30 amp alternator, starter, flywheel, and accessory housing. No external electrical source (such as a battery) is required.

Not presently available for retrofit, only for new engine orders.
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

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LUBRICATION SYSTEM

The high-volume oil pump bypass filter cover, coupled with a high-efficiency oil cooler, comprise the R-2300 lubrication system. The oil pump cover also allows for an engine-driven fuel pump option.

Oil pump cover includes an oil relief system.  Several types and sizes oil filters available from automotive market.

FP/OP assy outright  $390.00

Oil cooler, complete with bracket, lines and fittings  $260.00

Replacement oil cooler bare   $135.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

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CAMSHAFT

The camshaft with bolt-on gear used in Revmaster engines is cast from special alloy and custom ground for aviation use.  The turbo engine option includes a special  grind camshaft.  The normally aspirated engine version is .390″  lift, 274 duration.

Camshaft w/gear    $140.00

Set (8) cam followers   $75.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

CRANKSHAFT FLANGE

The crankshaft flange is 4340 forging, machined to aeronautical standard 127-A (SAE #1) and is precision ground. The bearing surface is nitrited and external flange area is cadmium plated. The overall length allows for the propeller disc to be positioned well forward of the engine.

Crankshaft flange  $305.00

Click here for a detailed technical study of the crankshaft flange.

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

CONNECTING RODS

Connecting rods are manufactured by Revmaster, forged of 4340 alloy steel with 9mm bolts. The bolt and cap design allows for ample clearance of the rotating parts due to the increased stroke of the crankshaft.   137mm cente-to-center  rods are available for the R-2100 and R-2200 series engines.   The R-2300 uses 142mm center-to-center  and the  big end is configured for 2″ Chevy journal.

Set 4 con rods    $230.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

CRANKSHAFT

The Revmaster R-2200 78mm  crankshaft is forged of E4340 alloy steel and counter-weighted. It is designed specifically for aircraft use only.  The R-2300  crankshaft is 84mm stroke  with 60mm center main journal.  This crank-shaft and flange con-figuration consists of four main bearings and is not restricted to only wood props.  The standard VW automotive crankshaft has only three main bearings.  See crankshaft technical study, click here.

Replacement 78mm crankshaft   $720.00

R-2300 84mm crankshaft              $750.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

CRANKCASE

The magnesium crankcase is machined to accept all the related components that comprise the Revmaster R-2300 aircraft engine.  Replace-

ment dcrankcases are available for the R-2100 and R-2200 model engines.

Engine crankcase  completely machined    $1,360.00

To order:
Please call 760-244-3074, or CLICK HERE to download our printable order form (Adobe PDF).

CLICK FOR MORE INFORMATION »

TECHNICAL STUDY: CRANKSHAFT FLANGE AND #4 MAIN BEARING

The engine study in 1968 revealed that the three main bearing VW crankshaft design was not suitable for the larger displacement  engine project. In order to deal with the high stress created by the torsional and gyroscopic forces, a four main bearing crankshaft would be required.

The design also had to eventually include the installation of a series of variable and constant speed propellers with varying weights up to 23 lbs.

The production crankshaft flanges were to be machined from an E4340 forging. A large area 3° locking taper was chosen as the method to connect the flange to the crankshaft without keyways or splines. The locking taper area had to extend into the larger section of the crankshaft nose so that the forces would not be concentrated onto the smaller section near the edge of the crankshaft. By doing so, this would eliminate the distributor drive gear lock ring and spacer which were no longer needed.

The outside diameter of the shaft end of the flange provided the fourth main bearing journal. The fourth engine bearing was to be cast out of aluminum bearing alloy. A one-piece, ring type design was required; two internal rotary seals for propeller oil control and one outboard lip seal for internal and external sealing.

The design called for the flange to be pressed onto the crankshaft via 3/4″ left-hand threaded bolt at a torque value of 150 ft. lbs. For flange removal, a set of internal threads were provided which allows for a puller bolt to be threaded in to contact the nose of the crankshaft. This would allow the removal of the unit without deforming the O.D. of the flange.

The actual flange dimensions for mounting the propeller hub were integrated from the SAE standard #1 which also meets aeronautical standard 127-A. These same standards were used by Continental and Lycoming on their smaller engines. Another design requirement was for the propeller disc to be located far enough forward so it did not compromise the exhaust and cowling installations. The R-2100D-CDI engine manufactured today still uses this design.

In the early 1970′s aluminum ground adjustable propellers were put into service. By 1977 the oil-controlled constant-speed propellers were introduced. There were two and three blade versions with varying weights ranging from 14 to 25 lbs. In 1985, after several years of service, the propeller was officially grounded due to several random blade failures. Other than the blade failures, no reports of crankshaft flange problems were received. Engines that suffered blade failures were inspected and put back into service; the service history of these engines indicates that no long-term problems were caused by blade separation.

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