Excessive end play on a Corvair is not nearly as common as on VW engines ... or at least that's been my limited experience. When it is found on a Corvair it is usually corrected with a new set of crank bearings (thrust bearing wear is mostly the culprit).I think it isn't right to have end play on your crank and using washers to get it out. That's why VW and Corvair need a new block built.
Ya, it might be fine and built that way.I have seen VW engines in Bugs with 250k to 300K miles on the engine with 1/8"+ crank end play and still running fine. VW type 1 engines are built loose, just like all aircooled engines compared to modern water cooled engines.
On the cut case 1/2 VW engine that I built, I used the #1 bearing in place of #3 bearing and machined for the shims. Don't know how Scott does the 1/2 VW engine that he builds, but he has a reputation of selling good engines.
True, but I was referring to the awkward strain it would impose on rod pins gears etc. The prop thrust, being rather constant is without that.Clutch forces are intermittent and probably less than constant thrust forces.
The crank can slop back and forth in flight with power changes. Depending on how the thrust bearings are set up, too much slop could cause trouble with their locations. It's been 40 years since I fooled with a VW engine and don't remember if it has separate thrust washers located in a recess, or if they're part of a main bearing. Separate washers can fall out of position if the crank moves enough to let them out of their recess. Can get nasty.True, but I was referring to the awkward strain it would impose on rod pins gears etc. The prop thrust, being rather constant is without that.
It wasn't linking it to spacer wear issues.