The inner O-ring slot width is .145 wide and .065 deep.
A little deeper than before. The old slots were .063 deep.
Outer O-ring slot is .115 wide and .065 deep.
Again a little deeper I think. this is good news
as it give more room for the .093 O-rings.
The same .093" section diameter O-ring we are using
now should work fine.
I think the outer slot is a bit deeper than the 2nd gen
.065 but I think an .080" O-ring section diameter will work fine.
The width is a bit restrictive for a .093" diameter IMHO.
Of course all four O-ring slots are now in the rotor housing and not
in the end housings.
I saw some things I had not seen on 2nd gen rotor
housings. Mazda mills out some of the wall around the leading
spark plug as can be seen in these pictures. They may have done
that in the 3rd gen turbo engines. I am not sure why they do this.
Perhaps to cool the metal better in this area. This is the hottest
part of the rotor housing. Makes it more difficult to get a cylinder
head thermocouple down near the combustion chamber. It will probably have
to drilled in at an angle.
There are also steam pocket groves near some of the
tension bolt bosses I had not noticed in the 2nd gen
housings. I did notice those on the sand cast p-port rotor
housings however.
Both rotor housing wear surfaces were coated with this black soot.
It was real easy to wipe it off with acetone. Usually it is a lot
harder to get off as it is usually baked on. Once I got that
off the rotor housing surface was in excellent shape. I know nothing
about this low power engine other than it had been in a severe crash.
I may have to buy a new front housing as it was cracked in the
crash. The water pump shaft was jammed back into the front cover
but the damage was minimal. A new water pump cartridge
will fix that.
The rotor housings will be bored tomorrow for the p-port ss tubes
which will be welded in.
Paul Lamar ...No rotor no motor.
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