Preparing the VW Aero engine

Preparing the VW Aero engine

20160213_163836.jpgToday I started tearing down the engine I bought. It has only 150 flying hours but it has not been touched sinse 1986. Still there was no corrosion or rust at all. The owner has had the engine conserved and stored in a dry place all the time. It is an Danish 1600cc aeroconversion engine. So what I will do is to take it all apart, send the crankshaft to magnaflux inspection, have all the parts measured and ballanced, hace the case modified to fit 1834cc barrels and build it as an 1834cc engine.

I am going to visit the inventor club  I am a member of to loan the hydraulic press there, so I can get the prop hub and camgear off the crankshaft.

I will use the Swedish EAA aprooved manual to build the engine.


This book is also very good.


I welded togheter an engine stand.


The case came apart quit easy.


The engine has not been used to much, the old markings are still there from 1983.


But the seals are old and dry.


The crankshaft is an original germal forged one. No rust at all.


The bearing dowels are nice and tight.


The rear (refeering to airplane mounting) bearing seat has no marks thatI can feel with my finger.





2 thoughts on “Preparing the VW Aero engine

  1. Anders, by now you should be pretty well done with your rebuild of the VW engine. have you done any more posts as yo went through the rebuild process? Where Can I find them.
    I also sent you an email to your Gmail address, please look for it.
    john Couvillon

    1. Hi John. Maybe your email inbox is full. Because I keep getting my emails returned. I recommend you to use the Runtronic CDI system or Leburg system. My system is not tested and proven yet. My Arduino system is not a CDI, it is a EIS, because it uses a processor and hall effekt sensor sensor a magnet on the crank to send ignition signals to a transistor coil trigger and a primary and secondary high voltage coil that produces a spark. A CDI system have the primary coil in the sensor, capacitor and secondary coil in the box that makes the spark, no processor and no hall effect sensor. With a EIS you can programme the ignition curve exactly and nice. With a CDI you need two magnets on the crank, one for starting and one for running. The starting magnet is positioned at TDC and quite close to the sensor so that it will give spark at low rpm. The running magnet will be positioned at about 25 degrees before TDC and at a greater distance from the sensor, this will give spark att higer rpm (high inductance at high rpm). This method is not officially, because normally that use this on a model engine with a much smaller diameter on the crank, giving the possibility to only use one sensor. Iwill try to explain this more in my blog with pictures and so. You can also go to
      And this:

Leave a Reply

Fill in your details below or click an icon to log in: Logo

You are commenting using your account. Log Out /  Change )

Twitter picture

You are commenting using your Twitter account. Log Out /  Change )

Facebook photo

You are commenting using your Facebook account. Log Out /  Change )

Connecting to %s