A 3.4 DOHC Build then... F40 Turbo (Page 18/57)
RobertISaar JUN 13, 08:28 AM
neat.

i ran across this while looking for easyish upgrades to my 95 LQ1.

you've actually gotten most of my long-term goals done already(F40 + turbo), i keep forgetting that when it comes to building engines that will fit transversely, the fiero guys tend to get stuff done.
Will JUN 13, 10:07 AM

quote
Originally posted by Fierobsessed:

After much debate (in my head) I finally came up with a vapor recovery/breather tank design that not only am I pleased about, but that I will be making from scratch, with things I have on the shelf, So it will be cheap.

One of my priorities was to make it with a cover that is removable. I did a little layout in Autocad, and using the dimensions it kicked out. I milled the cover pieces out. This is the first time I have used my rotary table to do curved milling, and much to my surprise, it went extremely well!






What machine is that?
fieroguru JUN 13, 11:39 AM

quote
Originally posted by Will:


What machine is that?




quote
Originally posted by Fierobsessed:

First up is my mill. It's a relatively cheap benchtop mill, Bolton Tools ZX45. Since it is not a Knee mill, the whole head is able to be raised and lowered as needed (at the expense of my arms). I have a rotary table and a mouting vice and various collets, chucks and endmills.
carbon JUN 13, 02:12 PM

quote
Originally posted by RobertISaar:

neat.

i ran across this while looking for easyish upgrades to my 95 LQ1.

you've actually gotten most of my long-term goals done already(F40 + turbo), i keep forgetting that when it comes to building engines that will fit transversely, the fiero guys tend to get stuff done.



Welcome! Good to see you over here!
RobertISaar JUN 13, 02:22 PM
yeah, i've always been interested in GM's not-quite-ferrari, but very few that aren't basketcases around me... i don't want to step into a new platform with no idea of how it's supposed to look/act.

i guess to keep this post on-topic, Fierobsessed: seems you're handy with the 6811, should you want any already debugged code for anything that i've already published for nAst1(or the 8F w/nAst1 table patch i released to the TGPforums a while ago), let me know. i eventually release everything publically, but it tends to lag behind when i post official patches.
Fierobsessed JUN 13, 09:19 PM
Great!
Honestly I owe you quite a bit of thanks for the TPRT V5 definitions, and a few other odds and ends of yours that make the use of $8F code of quite a bit better for my build. I fully intend to do a full release of my own data, Including the pinouts and the calibration file, and the patches I created (admittedly added to your TPRT V5 Def). But I too lag behind getting these things out because I do not like to release anything that I feel is incomplete.

I would consider myself fluent in 6811. BUT I've NEVER worked in assembly, I've only dealt with machine code to this point. I still love to write machine code for added functionality. I reserve some space between the cal's and the code (usually L9000-LA000) for my own personal playground. Add a few jumps, re-address re-size and re-scale some tables, and I'm having fun with it.
In my studies of the ECM, my goal was to obtain control of every pin available, And once I had that figured out, it was all over. Wish I could find a picture of my ECM test box that I made something like 8 years ago. Really useful tool.
Fierobsessed JUN 15, 09:41 PM
The clutch pressure plate saga continues... After two months since I sent it back to Clutchnet to correct manufacturing defects. I finally got it back in my hands. One look, and I can say that there is NO WAY that thing is going in my car. The fulcrum retention ring isn't fully seated all the way around, and one of the tabs that hold it was broken off. What a piece of ****. I guess I'll have to give Spec a call. No one really complains about their pressure plates. Now, Clutchnet's discs are on the other hand, are quite nice. So, that's what it's going to be. I just hope I can get my money back for a pressure plate that I could never use. I'm still out return shipping, possibly twice. Totally unacceptable bull****.

On the upside, i've got a whole bunch of NPT weld on bungs and other connection stuff ordered and on the way to help build the vent/oil seperator system, and also an AN fitting for the EGR feed, which will come off the crossover.

I also really need to start putting some thought into a heat shield system to protect the wiring, the compressor housing and the intercooler from the heat coming off the crossover. I have header wrap, but I have a feeling a trip to the pick and pull for a donor crossover to get a heat shield is in order...
Fierobsessed JUN 16, 02:59 PM
Pic of the pressure plate as it arrived yesterday, you see what looks like a burn mark on the fulcrum retention tab?


This is what it looks like on the other side.

Junk!!!

In other news...

I removed the compression fitting I was using to join these two pipes, and welded them instead. Figured out that there was no advantage to being able to separate them.


Then I broke out my pure 1/8" tungsten, ground it to a point, then scorched it, torch negative till it was nicely balled up... Set the welder to A/C, Continuous HF, and got back into the groove of welding aluminum.

My first task was to add a 3/8" NPT bung to the turbo discharge pipe before the intercooler, and one to the post intercooler pipe just before the throttle body. Each of these are for IAT sensors to determine intercooler efficiency, and the later sensor will also handle fuel calibrations. It took me a little bit to get back into the welding mode of welding aluminum. I got so used to working with stainless that I truly forgot how aluminum looks and behaves. But towards the end, I was absolutely back into it.



I also picked up a 45 degree 4" hose for my air inlet to filter. I needed to add this and a stainless pipe to allow me a place to mount my filters IAT (for ambient) and also the vent back from the oil separator. It tucks the filter down away from the heat a bit better too. But it is really close to the shift linkage.


Since I was all setup for aluminum, the next task was to close the bottom of my oil separator tank. I cut a piece of aluminum in the lathe to fit inside the pipe, and welded it on.


Then I started working on the cap, I needed to add a sealing groove to it in order to stuff an O-ring in place, I modified a 1/8" parting blade for this task.



This seems like the only likely place I will have room for this separator. It will stand up vertically, right near the relay mount by the fuel fill. Conveniently, This isn't far from the intake neck, or the valve cover which will have the breather barb, and it's high up, so oil drainage should be no problem.


I'm still debating on having the turbo drain T into the oil separator to alleviate the air pressure that comes out of there. That's pretty close by too. I don't see any disadvantages to doing that, other then another added pipe/hose/tube to the huge pile of them that I've made already.

It's become really clear to me that putting a turbo on a motor is a really REALLY complicated, and expensive proposition. But hey, at least it's getting closer to wrapping up... I think....

I know I still have to build the water lines for the intercooler, mount the FMHE and pump, put the fuel pump in, adjust my fuel lines to fit the new locations, and a few other odds and ends.

[This message has been edited by Fierobsessed (edited 06-16-2013).]

carbon JUN 17, 06:50 PM
Must suck to be awesome...
Fierobsessed JUN 18, 06:38 PM
Thanks!

Well, I went and did what I really didn't want to do, but absolutely had to do. I dropped the tank.

It was 7 months since I had the car running, so I had no idea how much fuel was in it. I will never, ever again drop a tank without draining it out completely. It was a bit of a mess.