Yes it was leaking on the non JB Weld side. Big mistake
   using that high temp epoxy I bought. I should have asked
   Mazdatrix what they used for p-ports and they would have
   told me JB Weld as they did later.

   OK it worked great. It is like working on someones teeth however.
   You need a small inspection mirror and a small pencil flash light
   that will lie in the bottom of the tube. I glued a small
   section of 1/4 inch  dowel about 3/16 long to a small wood tongue
   depressor to apply the small gob of JB Weld to the leaking
   area. The vac pump pulled in the JB Weld.


   If you want belt and suspenders on
   this Burns stainless has 321 SS 1.875" OD tubing with
   a .035" wall. Cut the SS tubing just long enough to go
   up to  where trochoid wear surface starts but not beyond.
   Coat it with a very thin layer of JB Weld and insert it into the
   aluminum tube. I have some inquires out for even thinner
   wall SS tube. On the order of .015" to .020". I think I will
   do this with Marks engine.

   Best to just pressurize these tubes to 50 psi before you assemble
   the engine to check for pin hole leaks.


   BTW one advantage of the P-port is you can visually inspect
   the trochoid wear surface with a flashlight and a small inspection
   mirror in the compression chamber area.

Paul Lamar


Well, one of my concerns over this approach is definitely longevity of
the repair.  I have no doubt that the current leak is fixed by the
JBWeld sucked into the crack(s).  I have more concern over what will
happen given future heating / cooling cycles.

One of the assumptions we've been operating under is that the first
failure was caused by residual water in the water jacket freezing over
winter, expanding the tension bolts, & failing one of the combustion
o-rings.  Yet, on tear down we saw no evidence of this -- in fact I still
have all the original combustion o-rings & they are pristine.  I submit
what actually happened is that the "bad" epoxy was coolant-soaked during
the dyno runs.  This then froze, failing the epoxy in a big way such
that when I went to refill the engine with coolant, splish-splash it
ended up in a puddle on the floor.

So - given this scenario I worry about both the heat/cool cycles from
running the engine, as well as freeze/thaw cycles from the upcoming
winter.  Because the existing repair technique can only fix fully failed
cracks (such that the vacuum can draw in JBWeld) there still seems to be
a big risk for future failures -- areas where the old epoxy has not
*yet* failed.  The scenario above is still very much in play, and thus I
would expect future failures due to heating / cooling.

I suppose a sleeve inside the existing P Port could in some ways address
this.  But this scenario counts on a very small (and perfect) ring of
JBWeld holding regardless of the leaks which may or may not develop
behind it.  It also counts on the JBWeld to prevent the sleeve from
being ingested into the rotor - not a pretty thought!

Mark

That is a possible scenario.

Not to worry about the sleeve moving Mark. The sleeve is so long the
epoxy will keep it in place. Also there is no force applied
to the sleeve.

The next thing to do to ease every bodies mind on this subject
it to make a sample. Boil it in anti freeze solution and place it
in the freezer and do it repeatedly.

Many P-port engines have been built over the past 30 years with
different epoxies and different methods of installing the tubes.
I have never heard of a seal failure but then most people don't store
them in an unheated place with pure water in them either. I think
the guys at Mazdatrix would have mentioned it as well.

What ever you want to do. We will take the engine apart and
replace the white epoxy with JB Weld if you wish. I think
the thin SS sleeve is still a good idea as it is easy to do
unlike a press fit.

Paul Lamar ...No rotor no motor.

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