Date

According to ECI, the manufacturer of this engine kit, the engine is rated at 175 horsepower.  Craig Catto of Catto Props, who is building my prop, tells me that with the dual electronic ignition (P-Mag/E-Mag) the engine should produce a solid 180 hp.  Craig is pitching my prop for maximum cruise and at 2700 rpm top speed is calculated to be 205mph.  Not bad.
 

Engine Build Preparation
 

I also received my "high-priced" propeller shaft oil seal install tool.  Don't ask me what it's for but my A&P/Co-engine builder, Terry, tells me we need one.
 

I also got my LORD engine mounts.  For my engine and aircraft I needed the J-9613-40 mounts.  These puppies aren't cheap but they are the best mounts made.

 

This evening I went over and picked up my ECI engine components from Jim Olson, who has been holding it until we got back from vacation.
 

Terry and I have set aside July 11-12 for the engine build. 
 

Next we installed the connecting rods.  Here you see we installed the nuts on backwards... After clarifying with ECI we corrected.

 

Then we test fitted the main bearing and marked.

Here are the two case halves we cleaned and prepped for camshaft installation.

And after installing the tappets and the camshaft.

We then moved to installing the oil pump in the accessory case but had to stop after stripping a stud.  The ECI Hardware manual had the wrong torque value (204 in/lbs) whereas the Lycoming value is 150 in/lbs... ECI is shipping me a new accessory case and will be correcting the incorrect torque value in their manual.

We then installed the front seal on the crankshaft.  I engineered a 1x4 to act as a lever to hold the crank from turning while we slid the seal over the flywheel flange.

Lastly, we installed the front bearing on the crankshaft and placed the crank in the right case half.

 

We then carefully laid the left case half onto the right half and tapped it with a rubber mallet until the cases were separated by a .025" gap.  We installed the bolts, washers and nuts around the perimeter of the case and finger-tightened.  We then installed the thru-bolts (4) using a block of hickory and a 2-lb hammer.  We then installed the engine on the stand and carefully torqued the case bolts as well as the thru-bolts.

We installed the nut under the tach drive and safety wired.

We safety wired the three nuts in the sump.

 

While I safety wired the oil pump, Terry installed the timing gear and idler gear.  We verified the timing was set to TDC.

We installed the vacuum pump bearing and gear and temporarily put the cover on the pad.  I will be installing an 8-amp alternator on this pad after the engine is installed on the plane.

Next, we installed the fuel pump and safety wired.

Finally, we installed the oil filter adapter but did not torque.  I am unsure if I will be needing an extension until the engine is installed on the plane.

 

With all the accessory case items installed we felt we could that would not interfere when mounting on the plane, we were ready to install the cylinders.  While I cleaned and oiled, Terry verified ring gaps and we installed them starting with the #1 cylinder.

Two cylinders...

Three...

And finally, number four.

Next, we installed the sump but found we were short about five bolts.  Guess I will need to call Jesse at AERO on Monday.

While Terry worked on installing the hydraulic lifters, I installed the inter-cylinder baffles and alodined the pushrod tubes.

Pushrods installed as well as rocker arms.

And finally... A completed engine.

We have identified a number of various hardware items we still need in order to finish installing the electronic ignition as well as the fuel injection system.  Anyway, the engine is now ready to mount.  I still need to get the panel mounted and finish the majority of the wiring so I can install the top skin.  Then, I can install the landing gear.  Then I can mount the engine....

I will be jumping around a bit now but will be updating my status on the Home page.
 

I also bolted on the fuel servo/purge valve assembly on top of the engine.

 

I went ahead and removed the AL fitting for the oil pressure sender and replaced it with a steel restrictor fitting.  I also installed a fuel pump fitting on the outflow side as well as a steel restrictor fitting for the fuel pressure sender.

I also received my order from AERO today.  Jesse sent me a few extra cushioned clamps to help support the fuel injector lines as they "spider" out from the servo on top of the engine.  Lycoming has issued a SB on this to add extra clamps.  He also sent me a silicone grommet to install in the inter-cylinder baffle where the fuel line will be routed.  I also got an oil quick drain.
 

I installed Adel clamps in order to secure the hoses.

 

I put a couple racks of ribs on the grill and loaded the fridge with beverages.  At 5:00pm, Jim & Bonnie Olsen, Jack Ryan and Stephen Thompson showed up and we set to work.  I highly recommend the Illustrated Guide to Hanging the Engine I found on Vans Airforce website.

The top two bolts went in fairly easily but the bottom two were more challenging.  The Guide was a great help here with suggestions to get the bolt holes lined up.

Anyways, an hour and a half later we had it installed.  I really appreciate all the help.

Time to eat!

 

Later, I installed the correct number of washers on the engine mounts and installed the cotter pins.  I then installed the platenuts on the front and rear spinner bulkheads and primed.

 

I hooked up the battery with jumper cables, removed the spark plugs and hit the starter and let it whirl.  After 10 seconds there was no pressure.  I hit it again and the pressure began to climb.  After about 45 seconds the gauge registered 40 psi.  Good enough.  The engine is pre-oiled.
 

Total Hours this Page

Total Hours Engine (as of 9/10/07)