Rotary Q200
This is the top view of the engine and reduction drive.
Close-up of the top mount "borrowed" from Ross RV-4 mount.
This is the left side of the engine.
Low Profile Thermostat Housing
Due to the close proximity of the left mount, I am fabricating a low profile thermostat housing shown below.
Here is the housing all welded up
The outlet end was turned down on an expanding mandrel to accept a 1" hose.
Finished thermostat housing.
Both old and new Thermostat housings.
Oil Filter Mod
It is common to relocate the oil filter to the firewall to lower the height of the engine, but I have used the original oil filter mount and modified it instead of buying an aftermarket unit.
A block of aluminum was cut to the shape of the original oil filter mount and then drilled and tapped for AN fittings.
Then a piece of aluminum angle was drilled and recessed to hold the original mount, which was easily tapped for AN fittings.
The Induction and Injection System
The induction and fuel injection system was made up using original parts and some fabrication. The original manifold included an EGR (exhaust gas recirculation) system and many vacuum tube and unused bolt bosses that were uneeded. A couple of hours on the milling machine and some quality time with a die grinder resulted in a substantial weight savings. The lower part of the original manifold weighed over 7lbs before work started. Both upper and lower pieces together weighed less than 6lbs after all the excess was removed.
Some modification of the upper section of the original manifold was required to provide clearance for the left engine mount. The first bend was cut off and reworked to put it at a slight angle. The mating flange was milled thinner to lower it, as well.
This picture is before the weight reduction process had commenced on the upper section of the manifold. The boss with the black "T" shaped marking was for two bolts and two vacuum ports. It was a solid casting, except for the bolt holes and 1/8" vacuum passages back to the head of the bolt above it. The original injector positions are also visible here. The injectors were relocated and these were also milled out and welded up, as can be seen in some of the following photos.
Next the new intake runners and the dynamic resonance chamber were fabbed up using 6061 aluminum tubing and 3003 aluminum sheet. The entire assembly was then welded together. All parts, including modifications to the original manifolds, were TIG welded.
Finally the entire assembly is mounted to the engine. The assembly can easily be removed in total by removing the left engine mount. Alternatively, the upper assembly can be slid out under the mount if the primary injectors are removed first.
I used Tracy Crook's idea for mounting the secondary injectors in the openings originally used by the port valve acuating rods. The primary injectors are in their original positions to provide rapid throttle response, if needed. The port valve rods passed through bronze guides that were driven out with a punch. The original holes were still too small, so I reamed them out to 41/64ths to fit the factory injector fittings that were taken from the upper part of the manifold. The screens are removed from these plastic bushings and the hole is reamed to the same depth as the original location on the upper manifold.
The aluminum fuel injector rail had to be lengthened to accomodate the wider spacing. This was done by first removing the regulator and banjo fitting from either end, then cutting the rail in two, tapering the cut off ends in a lathe, and then welding in a length of aluminum tubing. The original 1" thick cast-in aluminum mounts were not usable either, so they were milled off, the remaining part slotted and 1/8" titanium retainers were fabbed up to use the mounting points for the port valve actuators.
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