 
     |
| 1988GT LF3 / F40 Build (Page 4/4) |
|
Will
|
MAR 20, 10:11 AM
|
|
| quote | Originally posted by msweldon:
Oh...they won't fit...going with single turbo over transmission like the LP9 hfv6 gm made for Saab on the 9-3 turbo |
|
What doesn't fit?
|
|
|
|
msweldon
|
MAR 20, 10:14 AM
|
|
| quote | Originally posted by cam-a-lot:
I am so impressed with people that have the knowledge, skills, and guts to take on projects like this. To take a totally different engine, trans, wiring, and make it work in a 33 year old car is just incredible. Good luck with your swap! |
|
Thanks! The curve on this has been quite steep. Ultimately in the end it will be a Cadillac ATS-V with a fiero shell mostly as the fiero wiring as a whole is only a mere fraction of this engine harness'.
|
|
|
|
msweldon
|
MAR 20, 10:25 AM
|
|
| quote | Originally posted by Will:
What doesn't fit? |
|
The charge pipes from the TD04's up to the intercooler extend just over 2" from either side of the valve covers and my measurements show about 1 - 1.5" max space on either side of the valve covers..... Granted that's me with just a tape measure. I'm going to try and see if they fit regardless just to verify at the very least and keep at the most (maybe upgrading to the LF4 TD04's with larger compressor). The charge pipes 'might' be able to be 'ovalized' to fit through the gap or even redirected toward the transmission and hooked over the heads to the intercooler but at that point I'm entering into the the same amount of fab work for a single. The EFR 8374 .90ar looks to be a great midrange setup for this engine. I'm not married to either solution though and will ultimately go with whichever makes the most since regarding cost, maintenance, and packaging.
|
|
|
|
Joseph Upson
|
MAR 20, 03:37 PM
|
|
| quote | Originally posted by msweldon:
The charge pipes from the TD04's up to the intercooler extend just over 2" from either side of the valve covers and my measurements show about 1 - 1.5" max space on either side of the valve covers..... Granted that's me with just a tape measure. I'm going to try and see if they fit regardless just to verify at the very least and keep at the most (maybe upgrading to the LF4 TD04's with larger compressor). The charge pipes 'might' be able to be 'ovalized' to fit through the gap or even redirected toward the transmission and hooked over the heads to the intercooler but at that point I'm entering into the the same amount of fab work for a single. The EFR 8374 .90ar looks to be a great midrange setup for this engine. I'm not married to either solution though and will ultimately go with whichever makes the most since regarding cost, maintenance, and packaging. |
|
I'm assuming you've already seen the EFR 8374 up close. If not, you need to take a look at the dimensions, Borg Warner turbos are often pretty big despite the practical wheel sizes. I was told recently by a turbo tech from PT Turbo that a 62/62 turbo (about what the 8374 is) would be perfect for the 3.6L. I had my eye on the Borg Warner series, because the compressor map efficiencies looked really good, but when I started looking at the dimensions for placement ideas, I found they were too big for my plans.
Here is a Borg Warner turbo selection calculator in case you are not familiar with it, you probably already have it. It's detailed and has different turbos, including the 8374 in the inventory to show how the motor lines up on the map.
http://www.turbos.borgwarner.com/go/HJZZJN[This message has been edited by Joseph Upson (edited 03-20-2020).]
|
|
|
|
msweldon
|
MAR 20, 05:43 PM
|
|
Very aware of the BW turbo sizes and have been through their calculators till I'm cross eyed 🙂
And due to the size that's exactly why I'm waiting until I get the block and trans on the cradle and up into the bay to get some hard measurements.
Preliminary measurements look to be yes...but we'll see
|
|
|
|
Will
|
MAR 22, 08:33 AM
|
|
| quote | Originally posted by msweldon:
The charge pipes from the TD04's up to the intercooler extend just over 2" from either side of the valve covers and my measurements show about 1 - 1.5" max space on either side of the valve covers..... Granted that's me with just a tape measure. I'm going to try and see if they fit regardless just to verify at the very least and keep at the most (maybe upgrading to the LF4 TD04's with larger compressor). The charge pipes 'might' be able to be 'ovalized' to fit through the gap or even redirected toward the transmission and hooked over the heads to the intercooler but at that point I'm entering into the the same amount of fab work for a single. The EFR 8374 .90ar looks to be a great midrange setup for this engine. I'm not married to either solution though and will ultimately go with whichever makes the most since regarding cost, maintenance, and packaging. |
|
I think fabbing two aluminum charge pipes will be much easier than fabbing a SS Y-pipe, a turbo mount and an aluminum Y-pipe...
Although the complexity of the turbo-back exhaust could be a factor
|
|
|
|
msweldon
|
MAY 14, 10:30 PM
|
|
Old 2.8 out, LF3 in, Engine bay R&R'd, EFR 8374 positioned.... now the fun of making exhaust....[This message has been edited by msweldon (edited 05-14-2020).]
|
|
|
|
RandomTask
|
MAY 16, 02:33 PM
|
|
Nice build! Why did you opt to go LF3 instead of adding a turbo to an LFX? I was looking into lf3/lf4s but they were priced through the roof.
I was going to build some (front) motor mounts very similar to what you did.
About you clutch, as an FYI, I run a stage 3 in my race car (corvette) very grippy, but honestly, I wouldn't put it in a street car as they never tend to last me very long. I opted to get a spec stage 3+ setup. Took about two weeks and haven't had any issues getting ahold of them. (Ordered the clutch through summit)
Looking fwd to the build![This message has been edited by RandomTask (edited 05-16-2020).]
|
|
|
|
msweldon
|
MAY 17, 02:18 AM
|
|
| quote | Originally posted by RandomTask:
Nice build! Why did you opt to go LF3 instead of adding a turbo to an LFX? I was looking into lf3/lf4s but they were priced through the roof.
I was going to build some (front) motor mounts very similar to what you did.
About you clutch, as an FYI, I run a stage 3 in my race car (corvette) very grippy, but honestly, I wouldn't put it in a street car as they never tend to last me very long. I opted to get a spec stage 3+ setup. Took about two weeks and haven't had any issues getting ahold of them. (Ordered the clutch through summit)
Looking fwd to the build!
|
|
I have a spec stage 3+ on the shelf with flywheel waiting to go in.
I went with the LF3 instead of an LFX because:
The LF3 already comes with forged internals (rebuild an LFX for boost and you're looking at LF3 prices)
Integrated A/W intercooler
Slightly Lower compression
The PCV system was designed for the added crankcase pressure
Integrated vacuum pump in the head to maintain predictive wastegate control
The ECU, E92 is already setup for boost and wastegate control, and an compressor efficiency island editable map, etc..etc..
GretchenGotGrowl from the 5th Gen Camaro forum turbo'd an LFX and ended up having to rebuild it and going with many LF3 components
The LF3 is 95% the same as an LF4 but at a fraction of the cost, especially out of an XTS-V
Think of it as comparing the L36 3800 vs L67 3800... the L67 is simple built better as it was made for boost and L36 was not.
The LFX is a great NA V6 it's just not ready for boost
|
|
|
|