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Just a quick comment on model year flywheel. I think the one you have
is 93 or later. There really was no 1992 RX-7 model.
Mazda sold left over 91s only that year, and they will fit fine.
Tracy
----- Original Message -----
Sent: Saturday, February 12, 2005 5:33
AM
Subject: [FlyRotary] 1 step forward, 2
steps back...
Well here goes an update on Chris's velocity project.. This
past
wednesday, EAA Chapter 12 had an open house/meeting that we had at
the
hangar out at EFD (Ellington Houston,TX) and we had the opportunity to
meet a few new prospective members as well as show off the Velo (and our
hangar mate's Vari Eze rebuild/refurb). Made some new shop tables that
are heavy duty, and able to hold 2 or 3 engines worth of parts if
needed, and mounted most of our bench tools on one as a work station for
anticipated fab work. We had a nice turnout.. maybe 15-20 peeps max and
I managed to get a few newbies to attend (ones a cherry PP the other is
a wannabe)... anyways...
After then meeting, and obligatory
beer session (I mean.. bull session..
yea.. really).. Chris, myself and a
newbie named Drake went after
mounting the engine mount to the firewall
using AN hardware. I ended up
with some AN6-30 on the top of the CCI mount
and on the bottom some
AN6-37A. The A suffix denotes no "hole" on the end
of the shank so I
took one of my nuts (5 total) and sacrificed it to make
a jig for
drilling the two -37A bolts to accept cotter pins. Once that was
accomplished, we went to fitting the lower longer bolts. I have to
mention it is an EXTREMELY tight fit due to the proximity of the gear
saddle to the lower engine mount bolts. This meant we spent a lot of
time just trying to get the bolt ON the nut in close quarters. After
getting it on there we discovered that the holes were just a little too
far up to allow a cotter pin to safety the castellated AN nuts, so with
SWMBO waiting patiently at home, we called it quits at about 2330 that
night. That same night I made use of a very graciously loaned 600 ft/lb
torque wrench that an aircraft part/tool house loaned me and
removed/reinstalled the "Nut From Hell" and ensured it was TRULY at 350
ft/lb.
Fast forward to tonight.. after all my social obligations
were concluded
I ended up running into Drake online, and we went back out
to the hangar
tonight to try and re-fit the mount. Rather than re-drill
the bolts, we
added some large fender washers to the assembly that
increased the
thickness of the assembly. This time we were able to get the
AN bolts
installed top and bottom and passed a small strip of safety wire
though
each to ensure that the holes were aligned and able to be pinned
later
with cotter pins. On a side note, we discovered that hot-glueing the
nut
to a box end wrench helped tremendously with threading the nut in
close
quarters.
Next step was to place the engine ON the
mount for a dry fit. We placed
it on the CCI mount plate and went to fit a
stock oil pan to the bottom
and discovered that the oil regulater splash
guard would not be able to
stay. Took it off with a cut-off wheel and then
placed the pan/engine on
the mount with 4 of the 21 bolts placed to ensure
it didnt pull off/fall
off the mount. The next chore was the removal of
the pilot bearing. We
had tried removal from several approaches without
success.. The Harbor
Freight pilot bearing puller is a smidge too large to
go into the
bearing hole... finally I re-read the RD1-B install manual and
it
mentioned that a dremel has been used in the past for stubborn ones. I
ended up extracting the individual needles with a scalpel and
needlenose pliers, collapsed the inner race and yanked it out, then
ended up using a dremel to gouge the outer race, then collapsed IT as
well.. Infortunately this gouged the inside of the bearing channel
in
the process, so I drum sanded rough spots until it was finger smooth.
The PSRU pilot shaft was able to fit in without
difficulty.
At this point, I wanted to dry-fit the PSRU on... if
nothing more than
to give Chris a picture or two to gloat over.. but right
around here is
where things came to a screeching halt. The damper plate
did not match
up to the flex plate that we had. The bolt hole diameter was
a smidge
larger on the flex plate than on the damper plate. Looking back..
I want
to say that we have a 1992 flex plate that came with the
couterweight I
bought.. and while I left the install manual at the hangar,
I believe it
calls for an 86-91 auto flex plate. So.. it WASNT going to
fit.. At that
point I decided to call it a night/morning... and post a few
pics of all
the excitement. Oh well.. back to ebay for a flex plate....
somewhere..somehow.
Dave Staten
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