In this section, Lets look at two elements of the closed case, The Crank Group 1000 and the Weseman bearing Group 3000. There two parts make up the crank and 5th bearing arrangement, and are the fundamental components to the Jump Start Engines.
From background reading, you learned that the two places to have the stock GM 8409 crank processed are Moldex in MI and with Dan and Rachel Weseman in FL. There are a number of factors in which one you could choose, but my approach is to ask first: What 5th bearing are you using?
The most popular 5th bearing for Corvairs Is the Weseman Gen. 2. This is followed by their Gen. 1, and then Roy’s bearing. (The Jump Start Engines are being built around the Weseman Gen. 2 ) If you are going with a Gen. 2, then Dan and Rachel are going to process your crank in FL. If you are building a Gen.1 engine, you could go either way, but my preference is FL because the Dan replaces the gear on the crank with a new one and Moldex does not. (For builders interested in Roy bearings, Roy uses Moldex’s services, but he replaces the gear himself as part of his bearing design.)
You can take this link: http://flywithspa.com/corvaircomponents/new5thbearingcrankshaft.html directly to Dan and Rachel’s site for crankshaft rework information. You can use this link to read about the Gen.2 5th bearing: http://flywithspa.com/fly5thbearingcom/5thbearingnewengine.html. The total of these two parts is $2,200.
After we go all the way through this series and come up with exact totals for all the parts, assembly labor and the core, I am going to have all the builders interested in picking up a Jump Start Engine actually pay the $2,200 directly to the Wesemans as the ‘deposit’ on their engine. There are several reasons for this such as double record keeping, in state taxation, etc. But the most important one is that The four of us that I call “The Corvair all stars”, (Ourselves, the Wesemans, Roy’s Garage and Falcon Machine) have a long standing informal agreement that each company should get the regular price for his work, and the others support it, but don’t act as a paid dealer. There is a good reason for this. When a builder uses a part, he can rely on full support from not only us, but also the all star that made the specific part. This has the effect of getting several experts into the builders corner, and incentivizing the others to show up at Corvair Colleges to directly work with builders. It is a cooperative relationship that primarily benefits the builders.
Below are the numbers from the Group 1000:
Crank group (1000)
|1001(A)- Crank (8409 mark, GM)|
|1001(B)- Billet crank (Fly5thBearing.com)|
|1002- Crank gear|
|1003- Crank gear key|
|1004- Crank gear gasket|
|1005- Rear keys -2-|
|1006- Fuel pump eccentric|
|1008- Bronze distributor drive gear|
|1009- Oil slinger|
|1010- Main bearings|
|1011- Connecting rod bearings|
On the engine we will have 1001A cranks: the 1002 gear is replaced, along with 1003 and 1004; the two 1005 keys are #5858 from Clarks, 1006-1009 come on the core cranks, we just clean and inspect them carefully, but the ones on most core cranks are in good shape. We will be putting new main bearings, #1010 in the case when we assemble it.
Weseman 5th bearing group (3000)
|3001- Bearing kit (designed for short gold hub 2501B)|
|3002- Alteration to standard gold hub (2501A)|
|3003- Alteration to black hub (2501C)|
|NOTES: Selecting this bearing option allows deleting the 2300 group. Contact Dan Weseman directly at FlyWithSPA.com for more information.|
In a later part we will go over the 2501B hub, which is the correct one for the Weseman bearing, both Gen 2 and Gen 1. The two notes 3002 and 3003 relate to retrofitting a previously built engine with a Gen 1 bearing assembly. -ww.