The TCM IO-360-C is the second engine for the SQ2000. The complete engine with accessories, without ignition, was purchased for $8k from Matt Kwiatkowski of Romeoville, IL who gave up on his Defiant project. He is an A&P and had about all the parts remanufactured. The 0 SMOH engine comes with Airflow Performance fuel injection. The dual Light Speed LSE ignition from the Franklin will be re-used. I got the TCM since I prefer smoother 6-cyl engines over Lyc. IO-360 four bangers. The engine came in parts as an experimental without certified plate.

The job not only includes installing the Continental. Took a week dismantling the Franklin.

Lining up the new engine for building a new mounting. Turned out the supplied basic mount frame part was for another engine.

1. I weighed the dry engine with starter, alternator and LORD mounts and it came out to about 315 lbs total. Not bad. I don't know where TCM gets 332 w/o accessories. WIll see how the W&B compares with the old Franklin. It will have a similar engine mounting bed. The engine mount bed from the old Franklin was only about 11 lbs. I expect the new one to be similar.
2. I put the top half of the cowling on to see and it looks like it will fit with minor mods. But composite is amineable to changes. I plan to make a composite plenum baffle - for exact fit.
3. The prop extension is transferable from the Franklin to the TCM - same flange hole dimensions.

Waiting for some mount metal parts...

My old Franklin external oil cooler/filter was better positioned for cooling than the engine mounted Continental oil cooler so I decided to reuse it. I carved a 3/8 aluminum adapter plate with TCM cooler bolt pattern and added inlet/outlet nipples.

This is the second engine frame I built from scratch. I didn't have a mounting with bushing holders to fit so holders were improvised from 5/8 aluminum blocks bolted to improvised brackets welded to the frame. The mount frame is considerably lower due to the larger LORD mount bushings.

Inexpensive bayonet probes are available direct from manufacturer distributors like the IMS company. Their Type J 48" lead and 96" inch lead probes are $22 and $27. You can order them directly from the IMS website part number page. The 48" and 96" catalog numbers are 147027 and 147028 - just scroll down.
You can purchase a CHT probe adapter to screw into your 3/8 bayonet hole from Aircaft Spruce for $19. If you have a small lathe you can make the one shown at left from AN919-5D reducer ($3.50 from AS). Just drill a 1/4 hole and machine down the other end until the receptacle fits over it. Then drill a 7/64 hole and start a 6/32 thread tap to jam in a 6-32 brass screw which you cut off just to leave the stub.

The TCM top intake manifolds and low engine mounts posed some challenges.

1. I use the big lower NACA scoop for mounting a generous airfilter. Its a good place to get decent ram air and prevent rain intake. The Airflow Performance FM- 200 fuel controller is big. There is no room for it on top of engine with the manifolds and the linkage would be difficult. I mounted it rigidly on the firewall with aluminum tubing leading to the engine. The Silicone Hose Double Hump Coupler is flexible enought to allow for engine vibration and yet sturdy enough to maintain manifold pressure. The tubing elbow is held rigid to the engine with two curved brackets mounted to the engine and attached to the tube by two separate hose clamps shown on top.

2. Typical certified aircraft have much more vertical fireweall room for engine mounts than the SQ2000 or other canards. The Lycoming compact firewall engine mount has an advantage in that respect. The TCM engine mount rubbers required the engine mount hardware fairly low resulting in shallow triangles with larger stress on the tubing. I added extra reinforcement tubing both sides as shown. This made the TCM engine mount 18 lbs compared to the 11 lb Franklin mount. Luckily I am not using the TCM oil cooler which which would get in the way of the extra mount tubing.

Airflow Performance fuel pump assembly that came with the engine fuel injection was assembled with AN fittings and tubing and looked like giant spaghetti. I rearanged it into a compact package by fabricating a couple aluminum manifolt fittings.

Most of the plumbing and engine assembly is in place. Some ignition work to go.

I added a purge valve to help with engine shutdown and to purge vapors on hot starts. The valve is not the mechanical lever operated diversion valve that Airflow Performance sells. It is a simple electrical pressure relief valve (Parker 12V solenoid valve) that relieves the pressure into the right wing tank - much cheaper and easier to install with a electrical button activation instead of routing a special control cable. Will see how it works.

Starting on the cowling mods showing upper cowling part. I simply cutout the old section that did not fit and put a newer section using a piece of sheet metal for a form. However the end part of the cowling turned out poorly shaped because sheet metal cannot be shaped to properly curve at end. (That piece was cut out and reshaped as shown below.)

Prior to this I took a chance on some surplus Velocity cowlings from David Hanson hoping to adapt them here but their shape and size was totally wrong for the engine and the fuselage back end.

To avoid LSE coil spade connectors vibration failure I encased them with glass bubble epoxy mix.

The tighter air sealing and separate oil cooler should require a smaller air intake scoop. Aircraft engines are designed for downdraft cooling and I see no advantage to updraft cooling except aesthetics - a bottom air scoop is not as noticable. Larger Velocities have successfully integrated top dual NACA cooling scoops. But there is no room on the SQ2000 roof for NACA scoops. A stick out scoop should be at least as effective and should not have more drag than my previous Franklin engine with dual side scoops.
 

With pusher downdraft cooling a fan will help with those long hot taxi times and possibly when climbing. The separate oil cooler intake scoop has its own (smaller) fan.

Starting on the air intake system with optimal 11 degree, area doubling diffuser cone. It may be more visible on top but not necessarily more drag than one mounted on bottom out of sight.

I used standard expanding foam to shape the intake scoop duct. The stuff leaves too many big bubbles which had to be repeatedly filled when shaping. A startup fiberglass layer is shown on top. The upper part is separate from bottom part and the gap is sealed with a circular RTV-BID baffle strip. The final product will look more streamlined when finished.