It's convoluted, but it's all up there. The original crank's wrist pin bearing let go and the crank was destroyed along with the piston, cylinder, crank bearings & rotary pad. I had collected some random P200 motor parts from an abandoned project and the P150 crank was with this stuff along with my 'new' cylinder, piston & head. I thought it was a P200 but never checked before installing it in the repaired case. When the new wrist pin bearing wouldn't go in the rod I discovered the problem. Fortunately about this time I was helping Skot with his engine build and he gave me his old crank, certified P200.
I can't understand how this motor - it's a 200 right? - had a 150 crank in it, how did that work? Unless it had a 200 rod fitted to it to the 150 crank, otherwise the rod would be too short. And did you releive for the crank lip because it had weld in it from the repair?
Anybody need a P150 crank, let me know - I have a beauty
Yes, I had to remove the weld from the groove that runs along side the pad. Ideally it would be machined, but the shop matched up the port width to the crank I gave them .The rotary pad web on the crank of the 200 is a couple mm wider than the 150 because of the lip. My inlet port width is probably a bit narrower than stock to ensure I still have sealing surface on that inside edge. It all works, but I can now see that it's not the best job possible to optimize the opening.