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Return-Path: Sender: (Marvin Kaye) To: flyrotary@lancaironline.net Date: Mon, 23 Feb 2004 08:44:24 -0500 Message-ID: X-Original-Return-Path: Received: from fed1mtao01.cox.net ([68.6.19.244] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 3040618 for flyrotary@lancaironline.net; Sun, 22 Feb 2004 11:04:59 -0500 Received: from smtp.west.cox.net ([172.18.180.57]) by fed1mtao01.cox.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with SMTP id <20040222160455.QJQT244.fed1mtao01.cox.net@smtp.west.cox.net> for ; Sun, 22 Feb 2004 11:04:55 -0500 From: Dale Rogers X-Original-To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] My "new" engine X-Original-Date: Sun, 22 Feb 2004 11:04:54 -0500 MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="----=____1077465894167_iSyzwRoFd)" X-Original-Message-Id: <20040222160455.QJQT244.fed1mtao01.cox.net@smtp.west.cox.net> This is a multi-part message in MIME format. ------=____1077465894167_iSyzwRoFd) Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Thanks to everyone who responded to my inquiry. I'll take a closer look at the Haynes manual, but if it really is better, it will be a first for me. Their manual for the (Mitsubishi) Dodge Challenger was all but useless. In the meantime, I ran across a saved reference to a web site that had the whole factory manual in .PDF format. Unfortunately, I couldn't get at the site; I hope it's not down forever. Fortunately, I remembered that I'd saved the manual to a CD. Now, if I can just find the CD ... Tracy, I got confirmation yesterday of receipt of my order. I'm really looking forward to studying your book and Bruce's video. And thanks for the reminder (even though it was unwitting on your part. One of the reasons I was in such a hurry to get an engine - I haven't even finished all my bulkheads yet - is that I wanted to build a test stand and try out some theories on exhaust quieting. I won't be doing a complete tear-down just yet, if I can get it to run, as is. Big question: my engine didn't have a flywheel/flexplate; how can I tell which counterweight I have? Fortunately, I have an old Achieva radiator for cooling. But with no ECU, and too little money, at this point, for an EC2 will an older 12A distributor work on this engine? Anyone have an old one lying around gathering dust, that they'd loan me for a few months? Again, Thanks ever so much, Dale R. COZY MkIV-R #1254 ------=____1077465894167_iSyzwRoFd) Content-Type: text/html; name="replyAll" Content-Disposition: inline; filename="replyAll" Message

(2) I can hear the "whuffs" of compression/release, as I turn
the eccentric shaft, even if I turn very slowly; but I can't
*see* anything through the exhaust port that *looks* like a seal.
I know two mm isn't much, but ... ??

Take another look. You can easily see the apex seals pass the exhaust port on a turbo housing, but you'll have to look around that splitter insert in the port of your 6-port. I'm pretty sure you'll still be able to see it though.

Will a leak/flow test be adequate to vet them?
Same-same for the oil injectors; tubing to them is melted away,
except the last six or so inches above the OMP.

The fuel injectors can be easily tested by places such as RC Engineering, but I don't know if I've ever heard of anyone testing an oil injector.

I suppose I could
press an old AFB carburator into service as a TB only, but I
have a feeling that I'll be in for a lot of fun getting things
like a TPS to work with it. What have I overlooked here?

If you're using Tracy's EC-2, you won't need a TPS.

BTW, my "complete" engine (full intake, and exhaust plenum -
no accessories, like starter or alternator) weighed 235 lbs. on
m 250 lb. shipping scale. Does that sound about right (or do
I need to get my scale recalibrated)?

Sounds about right to me. The bare engine is about 190. Bet you can't wait to get in there and find out what shape that baby is really in. Sounds promising. Good luck :-)

Cheers,

Rusty (I may be flying again by SNF.... 2005)

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